TOUCH OF CLASS ISSUE 02 | 2016

Indian Register of Shipping

M/s Global Shipyard RMC FZC, U.A.E., built their first vessel M.V. Almarjan under single class of IRClass.

Contents

02

Chairman's Message Page 03

From the Editor’s Desk Page 04

The Solar Dream Page 05

Up,Close & Personal Page 09

Classing Yard Crafts for Indian Navy Page 13

IR-Hull - A step towards digitalization Page 14

IRClass on Social Media Page 17

Employee corner Page 19

Promotions Page 21

Chairman's Message

03

Considering the present depressed market conditions

this is significant. I would like to take this opportunity

to thank all the stakeholders who have reposed their

faith in IRClass services.

Shipping industry is going through its worst &

longest downturn in recent history. Though we see

and hear of some good news of new builds or of the

shipping indices recovering, these has been few and

far between. IRClass like all others in the industry

hopes this crisis ends soon.

With best regards.

Arun Sharma

Executive Chairman

Dear Reader,

I am happy to inform you that European Commission

has granted recognition to IRClass in accordance with

EC Regulation no- 391/2009 on Common Rules and

Standards for Ship Inspection and Survey

Organization. This moves IRClass closer to obtaining

RO status from various countries in European Union.

This could not have been possible without the support

of industry stakeholders and the commitment of

IRClass employees. We expect to make rapid progress

in Europe and we will keep you updated on the same.

As you may be aware that IRClass has undertaken a

restructuring exercise to align our services in line with

the demands of the industry.This is showing results,

which can be seen by the increase in the tonnage under

its class to 11.8 mgt from around 10 mgt a year ago.

IRClass believes in technology driven innovations

leading towards a sustainable environment. Towards

this end, IRClass is working with various stakeholders

to promote and support such projects.

In this edition we cover the “SOLAR DREAM” project.

IRClass is undertaking classification of a new building 75

person capacity solar powered ferry being built at Ms.

NavAlt Solar & Electric Boats. The unique design of this

GRP catamaran is such that it uses rooftop solar panels to

generate energy, which is stored in batteries. This power

is then used to drive the propellers.

This edition covers an interview with our former Chief

Operating Officer, Mr. C. Sriramamurthy, who was with

IRClass for more than 25 years and has been an integral

part of its journey. He shares his valuable insights on the

IRClass journey.

We trust you will find this edition interesting to read

and wish you pleasant reading. As ever, we welcome

your feedback.

Editorial board.

04

From the Editor’s Desk

Considering the present depressed market conditions

this is significant. I would like to take this opportunity

to thank all the stakeholders who have reposed their

faith in IRClass services.

Shipping industry is going through its worst &

longest downturn in recent history. Though we see

and hear of some good news of new builds or of the

shipping indices recovering, these has been few and

far between. IRClass like all others in the industry

hopes this crisis ends soon.

With best regards.

Arun Sharma

Executive Chairman

Editorial Board:

- Vijay Arora

- B V Nargundkar

- N. Girish

- H.V. Ramesh

Coordinated & Executed by:

- Santosh Patil

- Sharvani Mishra

Creative Partners:

- Soumitra Bhattacharya

Studio Firefly

Dear Reader,

I am happy to inform you that European Commission

has granted recognition to IRClass in accordance with

EC Regulation no- 391/2009 on Common Rules and

Standards for Ship Inspection and Survey

Organization. This moves IRClass closer to obtaining

RO status from various countries in European Union.

This could not have been possible without the support

of industry stakeholders and the commitment of

IRClass employees. We expect to make rapid progress

in Europe and we will keep you updated on the same.

As you may be aware that IRClass has undertaken a

restructuring exercise to align our services in line with

the demands of the industry.This is showing results,

which can be seen by the increase in the tonnage under

its class to 11.8 mgt from around 10 mgt a year ago.

IRClass believes in technology driven innovations

leading towards a sustainable environment. Towards

this end, IRClass is working with various stakeholders

to promote and support such projects.

In this edition we cover the “SOLAR DREAM” project.

IRClass is undertaking classification of a new building 75

person capacity solar powered ferry being built at Ms.

NavAlt Solar & Electric Boats. The unique design of this

GRP catamaran is such that it uses rooftop solar panels to

generate energy, which is stored in batteries. This power

is then used to drive the propellers.

This edition covers an interview with our former Chief

Operating Officer, Mr. C. Sriramamurthy, who was with

IRClass for more than 25 years and has been an integral

part of its journey. He shares his valuable insights on the

IRClass journey.

We trust you will find this edition interesting to read

and wish you pleasant reading. As ever, we welcome

your feedback.

Editorial board.

Post the Earth Summit in 2012 at Rio, efforts have

been underway all over the world to replace the use of

fossil fuels, linked to climate change, with alternative

sources of energy. The attempt is starting to bear fruit

in Kochi, the economic capital of Kerala.

The State Water Transport Department (SWTD) of

Kochi, Kerala, has placed an order for a 75 PAX solar

powered ferry with M/s NavAlt Solar & Electric Boats,

which is to be designed in technical collaboration with a

French engineering firm Alten. The ferry will be classed

with IRClass. The CEO of M/s. NavAlt Solar & Electric

Boats, Mr. Sandith Thandassery, has shared several

design, feasibility and economic aspects about the ferry.

Undoubtedly, Solar boats are significantly better than

conventional boats because they:

• do not pollute water

• do not release harmful emissions in air

The Solar Dream

• are very silent and comfortable for passengers

• have low vibrations

• no smell of diesel or petrol

• have lower cost of ownership (high initial cost but

relatively lower operating cost)

The process of solar boat design is different from that

of a conventional boat. So much so that it can be

termed as “solar boat design philosophy.” A successful

solar boat requires two different but critical focus

areas:

• Minimizing required propulsion power

• Optimization of Energy management

Reduction in Propulsion power

The first critical step is to drastically reduce the

propulsion power compared to a conventional boat.

This can be achieved in five ways.

1) Almost always an adopted practice for solar

passenger boat is to make the boat as a multi-hull,

usually catamaran, which ensures a lower

resistance for the same displacement and speed.

This also has higher stability compared to a single

hull vessel. Designing a solar boat as a catamaran

has an added benefit of having larger deck area

for providing solar panels.

2) The propulsion power required by the boat can

also be reduced by lowering the drag of the hull.

This can be achieved by optimizing the hull form

using the latest techniques like computational

fluid dynamics (CFD). The hull shape has to be

optimized for the operational condition

(displacement, draft, trim, speed) so that the

resistance of the boat is minimum. Fore-body and

aft-body shape is optimized to get best results.

3) Another approach to minimizing the propulsion

power is by reducing the weight of the boat. The

greatest contributor to a boat weight is the hull.

Solar boats are almost always built of composite

(FRP, carbon fibre) or aluminum. The

superstructure of the boat is also constructed of

similar lightweight material. Every single item

that goes into the boat is checked to meet two

conditions:

i. Is it necessary; can it be avoided?

ii. Can it be lighter?

4) The propeller design itself is critical to ensure

that power delivered to the propeller is converted

to useful thrust. It usually leads to larger propeller

diameter and optimum rotating speed (RPM),

pitch and area ratio to give the highest efficient

propeller, usually close to 55%.

5) Apart from the above mentioned major factors,

the other minor aspects that affect propulsion

power demand also need to be taken care i.e.

flow to propeller, clearances, shaft bearing,

rudder design, etc.

Once all of the above are incorporated, the

propulsion power needed for a solar passenger boat

compared to a conventional boat becomes half as

compared to the composite boat and less than

one-third of that of a steel boat.

Optimization in Energy management

Motors have to withstand the rugged marine

conditions and continuous usage. For larger systems of

more than 6 kW load, the motors may be 3 phase AC

motors (synchronous or asynchronous). A suitable

controller would vary the speed/power input and

thereby vary the speed of the boat. The shafting also

contains a thrust bearing to protect the motor from

direct axial load and transfer the propeller thrust

efficiently to the hull.

Panel Size and Battery Bank

The other two critical components of a Solar propelled

boat are the panel size and the battery bank, both of

which are dictated by the total power requirement of

the ship through a single day and the average intensity

of sunlight in the region. This shall then need to be

justified with the available area on the boat for

installation of solar panels. Usually the effort is to

maximize this area available since the cost of power

from solar energy is cheaper than its alternative fuel.

A number of factors play up in calculation of average

solar units of a location. The total energy available

during the day from solar panel depends on the

location and weather condition. Locations closer to

equator receives more direct sun rays than those far

away. Further, a bright sunny day generates more solar

units than a cloudy day.

The panel charging time is usually calculated from 8 AM

to 5 PM in summer, in places like Kerala which are closer

to the equator. The rate of charging increases as the sun

peaks at about 1-2 PM. The available energy from the

sun varies with the months of year as well. For

example, in Kerala the average for the month ranges

from 4.68 in June to 6.83 standard sun in March. The

average for the whole year is 5.72. For a cloudy day

these might be close to one-third.

The panel size thus arrived should not only cater to the

propulsion system, but also charge the battery bank

for use up to 6 to 10 hours. Therefore, to arrive at a

panel size, we can take “propulsion load + Battery

Power”. The depth of discharge allowed for a longer

life of battery depends on the type of battery which

will in turn drive the battery bank size. For example,

lithium batteries can be discharged by 80% compared

to 50% for lead-acid batteries. At this depth of

discharge, lithium batteries have a life of 2500 cycles

compared to 500 for lead acid batteries.

The system of battery, battery management system

(BMS), motor controller and motors together are

called as powertrain. Unlike cruise boat that runs for

only 3 to 4 hours a day, ferries need to run for 6 to 10

hours a day. This means the powertrain installed needs

to be of higher reliability, ruggedness and efficiency.

Usually, therefore, lithium based batteries (iron

magnesium phosphate being safer) are preferred for

such systems. Additional safety features usually include

independent auto-bilge pump in all compartments.

Economic Analysis

Almost always a common question that is asked is

whether the solar boat is worth the expense? Well!

The designers are highly affirmative about it. Large

solar ferries are usually four times costlier than a

conventional single hull steel ferry. However, if one

raises the ergonomics and safety standards (built

under classification society) of the conventional boat

to that of solar ferries the ratio is close to 1.5.

The consumables cost (fuel and lubes) is usually

INR 20-25 lakhs for a large conventional ferry

compared to zero for solar ferries. Diesel engines and

steel hull structure have higher maintenance

compared to electric motors and FRP hull. According

to the designers, the total operating costs of a

conventional ferry comes to about INR 25-30 lakhs

per year. If one adds the carbon credit, government

subsidy, and then do an economic analysis, the

break-even period of a solar ferry is as low as two

years.

The design has fetched NavAlt several accolades from

the media as well as other agencies.

The details of the ferry being built at Kochi

The vessel is a GRP catamaran solar-powered

passenger ferry with passenger capacity of 75 pax.

Intended for operation in the Vaikom-Thavanakadavu

route in Kerala.

Main Particulars:

Type: Catamaran

Length OA: 20.00 m

Breadth OA: 7.00 m (w/o fender)

Breadth (demi-hull):1.50 m

Depth moulded: 1.60 m

Draft: 0.80m

Trial speed: 5.5 knots in deep water

Prime Mover: 2 X 20 KW electric motors

Propulsion: 2 nos. Ni-Al-Bronze FPP

The electric propulsion motors to be powered by

solar panels mounted on the coach roof and by the

standby battery bank located in each demi hull.

Mr. C. Sriramamurthy, Chief Operating Officer of

IRClass, is an inspiration to all in the maritime

industry in general and IRClass in particular. He hails

from a humble background and with his simplicity,

modesty, warm smile and clear vision, he has

successfully nurtured and transformed IRClass into

an internationally well respected organization.

On the occasion of his superannuation, Mr. Sriramamurthy

spoke to Touch of Class – our in-house magazine.

Touch of Class (TOC): Good Morning Mr. C.

Sriramamurthy. Thank you for your time today.

You have been associated with IRClass for a long

time and have been part of the growth story of the

organization. Can you share with us when, how and

why did you join IRClass?

Mr. C. Sriramamurthy (CS): I joined IRClass in March

1989. Prior to joining here, I started my career in

Mogul line LTD and rose to the rank of Chief

Engineer.In 198,2. at the time of taking over vessel

“MV Lok Maheshwari” as a chief engineer in

Hindustan Shipyard, I met Mr Madhok, then

Surveyor-in-Charge of Vizag Survey Station, for the

first time. This initiated my interest in the works of

Classification Society. As technical persons, we often

come across instances where we needed advice from

Class Surveyors. I was impressed by the knowledge

and problem solving ability surveyors

had and so was mot ivated to jo in IRC las s .

I had many subsequent positive interactions with

IRClass which then encouraged me to approach

Mr. Madhok for a position in the organization.

Furtunately for me, there was a vacancy and I was

recruited as an Engineer Surveyor in March 1989.

TOC: How many years have you invested in IRClass

and how was your career journey? Please tell us

about your various postings?

CS: In March 1989, I joined IRClass Vizag and I was

there for a long time; rising from Surveyor to

Sr.Surveyor, then as Surveyor-In-Charge of Vizag

Survey Station.

As the organization grew, I was given many new

assignments and had executed all to the best of my

abilities. I recall one of the toughest times was in

year 2000 when the organization assigned me the

responsibility to open an office in China, which was

booming with new constructions and ship repairs.

My only contacts in China were a handful of shipyard

personnel in Qingdao and the management wanted

a set up the office in Shanghai.

So I started inquiring with my known sources and one

of them asked me “Why do you want to open an office

in Shanghai where the cost of living is very high and

with hardly any shipyards? Why don’t you open an

office in Qingdao where connectivity is much better?” .

05

Now this prompted me to find out more about

Qingdao – going through the past three years’

analysis of shipyards, vessels coming for repairs etc.

The percentage of ships seen in Shanghai were

negligible compared with Qingdao. So I suggested

to the Management that Qingdao will be much

better choice for the time being over Shanghai, and

this was readily accepted.

Things started moving very fast from that point, I

had to move to China on very short notice leaving

behind my family and a daughter studying in 11st

standard [which is a critical stage in schooling

period]. I was posted there for 3 years.

I returned to Vizag in year 2004 after successfully

establishing IRClass office in Qingdao. In 2007, I took

up the responsibility as Surveyor-In-Charge of

Mumbai Survey Station and from 2008 as HOD

Classification. Subsequently, I became the Divisional

Head of Ships in Service department and then took

over as Chief Operating Officer in September 2012.

TOC: Please tell us how your family has supported

you in your journey with IRClass and how did all of

you find your association with IRClass?

CS: My family has supported me throughout my

journey in IRClass. When I took up the job at IRClass,

I told my wife very clearly that the pay is much lower

as compared to seafaring roles, since I’ll be onshore.

Also, during my tenure in China, she managed our

home and children in spite of being alone for three

years. There is no doubt that my family has provided

unwavering support to me and has never

complained in any manner.

TOC: Please tell us about the different stages of

your career in IRClass and the challenges, you faced

over the years?

C.S: Challenges are a part and parcel of professional

life. Initially when I started my career, IRClass was

proposing owners to dual class existing ships,

which prompted owners to ask questions like, “We

already have one classification society; why should

we dual class the vessels? ”.

Few owners/operators were not too receptive and

at times we were told to wait outside till the

master finishes his work. But by and large, IRClass

received enthusiastic response from all the

stakeholders without which our growth would not

have been possible.

During the time, I was in China, there were many

technological advances taking place, which paved

the way for the Electronic Era. With the assistance

from the China Survey Station staff, we converted

forms and checklists into digital online formats at

that time.

Once, one of my Chinese colleagues asked as to,

how I survived on vegetarian food, I used to give

the example of elephants, which eat only grass but

are much stronger animals. Personally, being a

vegetarian and not knowing language, was a

major challenge.

TOC: What is your message to the employees of

IRClass? How should they lead their personal life

and profession life? Please give them some tips !

C.S: Always remember that technology is changing

the way we live, interact and work, Maritime sector is

no different. We need to be open to adopt and drive

new technologies and innovations. Both, at personal

and professional levels, if we are not in sync, we will

be left out. Further, always discharge your duties

with integrity, identify and pursue your goals, this will

take you to greater heights.

TOC: What according to you is the role of

employees in ensuring the progress and success of

the organization? What do you expect from

them?

C.S: Employees are our greatest asset as it is through

them that IRClass conveys its character and

commitment to the world. And we are a team just

like the organs in a human body. Each one of us

needs to work towards the goals set out by the

organization to achieve excellence in our services to

the maritime community. We should continuously

learn, evolve, upgrade and innovate to make IRClass

“The Class by Choice”.

TOC: How do you think IRClass has faired through

these 40 years?

C.S: IRClass was formed in the year 1975 with a small

office in SCI (Shipping Corporation of India)

premises. To start with, we had taken a loan from

shipowners through INSA (Indian National

Shipowners Association) which we paid back within

2 – 3 years’ time. We have sustained through

rendering our services to the entire satisfaction of

our customers, although we met with some

skepticism.

We have faced many challenging phases in the last

40 years but have made steady progress . In the year

1991, we became an associate member of IACS and

later in 2010 we got the full membership from IACS.

[International Association of Classification Societies].

Today, our fleet stands at 11.3 million Gross Tons

with more than 1600 vessels, of which about 80%

are single classed.

We have 27 flag recognitions including Panama,

Marshall Island, Liberia, Bahamas etc. and our port

state control record is excellent for the last 5 years

i.e. nil RO related detentions. We are looking

forward to the E.U. recognition which is round the

corner.

I wish that we will continue to progress in this

fashion to reach greater heights.

We interact with all stakeholders including

administrations, ship owners, designers, builders

and operators on regular basis. Through these

interactions, we have built their confidence in us.

TOC: Please share with the readers of Touch of Class

the general wisdom and learning in life from your

point of view.

C.S: Please have a balance in the work and social life .You

must have satisfaction in what you are doing. As

long as you are doing your work diligently, you will

be able to overcome any hurdles that come along

your way.

TOC: Thank you Sir, for your time and on behalf of

our team of TOC, we wish you success in all your

future Endeavour.

C.S: Thank you.

Those of us who have had a stint with Indian Navy are

aware of the special Rules that apply to building and

maintaining Naval Ships. For those holding portfolios

purely in merchant shipping know that the

international statutes do not apply to the vessels

owned by Navies across the world. IRClass, in the

recent past, was involved in classification of

non-combatant vessels, including yard crafts (e.g. such

as tugs, ferries, fuel and water barges etc.), ensuring

compliance with the published Rules & Regulations.

Subsequently, these vessels do not maintain class.

Since, there is a considerable increase in the workload

on naval maintenance facilities, due to increase in the

fleet size, Indian Navy has now decided to maintain class

of their yard crafts with IRClass. This will subject the

vessel to periodic surveys and any repair/maintenance

work can be identified at an early stage.

The first ever yard craft to have received our

‘Certificate of Class’ is vessel “Neelam” posted

out of Kochi Naval Base. The certificate was

handed over by then Chairman and Managing

Director (now Executive Chairman) of Indian

Register of Shipping, Mr Arun Sharma on 05

April 2016, at Kochi, to Vice Admiral Girish

Luthra, AVSM VSM, the then Flag Officer

Commanding-in-Chief Southern Naval Command

(presently Flag Officer Commanding-in-Chief

Western Naval Command).

There are about 60-70 yard crafts posted at the

5 key Command Head Quarters of Indian Navy,

namely,Visakhapatnam, Kochi, Mumbai, Karwar

and Port Blair. IRClass is committed to be

associated with Indian Navy in this endeavour

and hopes to further the relationship in future.

Introduction

IR-Hull Rule Scantling Calculation Software

assists users to verify the compliance of ship

designs with the Rules and Regulations for

Construction and Classification of Steel Ships

set forth by Indian Register of Shipping

(IRClass). This software has been developed

indigenously by the Technical Software

Development and Management (TSDM) team

of Indian Register of Shipping.

Need for a Rule Scantling Calculation Software

Verification of compliance of scantlings with

Class Rules is a fundamental part of Ship design

process. Scantling compliance checks are iterative

processes which also aid in optimizing design

requirements of the ship. Digitalization of

scantling rule verification process will help to

expedite the complex and repetitive calculations

involved in the traditional methods followed by

users.

IRClass has taken a step forward to ease out

application of rules for customers by releasing

IR-HULL software to the stakeholders of marine

and ship building industry.

Figure 1 Flowchart representation of framework

Framework of IR-HULL Software

Key Features

• Intuitive modeler

IR-Hull has an intuitive modeler with smart CAD

features. Following are the steps involved in the

modeling of a ship section.

As many of you already know, IRClass is currently

active on two global social media networks:

LinkedIn and Twitter.

Building awareness of IRClass in the international

markets via social media is one of our core focus

points moving ahead, and we are pleased with the

start we have made.

We currently have 2600+ followers on LinkedIn who

actively participate and like, comment and share our

updates to their network. On Twitter, our handle is

@irclass. We currently have 100+ followers. This

number is also growing, and you can help that:

We request all our team members, customers,

associates to follow us and regularly visit IRClass on

LinkedIn and Twitter to stay abreast with the latest

news, updates and events at IRClass. Please feel free

to share, like, tweet and comment on our posts.

We actively encourage good, responsible use of

social media by all to promote and enhance the

growing reputation of IRClass.

If you have any queries regarding IRClass’ social

media presence please drop in a line to us on

bizdev@irclass.org

K ShammyAcknowledgement - Mr. Sandith Thandassery (M/s NavAlt)

1) Drawing the ship section

2) Assigning dimensions and material properties to the

section

3) Assigning compartment information to structural

members in the model

The software has in-built libraries of standard materials and

stiffener profiles. An option to mirror the symmetric

half-sections with properties is also provided in this intuitive

modeler.

• Panel approach to scantling checks

Panels are the un-stiffened part of the plating between

stiffeners and/or primary supporting members. The detection

of such panels is automated in the application. Based on its

location and compartment information, the application

identifies the rules applicable to each panel and their

associated longitudinal. The minimum required scantlings as

per rules are compared with the designer proposed values.

• Check for longitudinal strength

The section modulus and longitudinal strength assessments

are carried out for all the modeled entities. Deductions to

account for openings are included in the section modulus

assessment. Structural members can be excluded from the

calculations manually, if they do not contribute in

longitudinal strength calculations as per the rules. The

provided sectional property values (moment of inertia and

section modulus at neutral axis) at any transverse section are

compared with the rule minimum requirements.

• Buckling computation

The buckling strength of the members, contributing to the

longitudinal strength and subject to compressive stress, is

assessed in this module. The panels and stiffeners subject to

compressive stresses in various loading conditions are

analyzed for their critical buckling stresses. The critical

buckling stress of every member is compared with the

induced compressive stresses due to sagging and hogging

state of a ship.

• Calculations for transverse elements

Members which are not continuous in the longitudinal

direction, like transverse bulkheads, bottom floors, side

main frames, deck transverses etc., can’t be modeled in the

application. However tools are provided to verify

scantlings of such members by manual input. Other useful

tools like angle property calculator, bottom slamming

assessor and end attachment are also available in the

software.

• Comprehensive reporting module

The software is equipped with a comprehensive reporting

module wherein the summary and detailed reports for all

the analyses performed can be viewed. Summary reports

are useful to quickly view the compliance of structural

members to Class rules. The reports can be exported to

multiple formats such as .xls (Microsoft Excel), .pdf (Adobe

Acrobat), .rpt (Crystal Report).

• Efficient data handling

IR-Hull is designed to be a standalone application. All the

input data, modeling data, output data are stored in a

single file with an extension of “IRClass”.

Conclusion

IR-Hull is a software package which enables users to

digitalize the compliance checks of ship designs against

IRClass Rules. The software is capable of carrying out quick

assessments and can help in optimizing the ship designs. It

provides clarity in interpretation of Class Rules. It

encourages the adoption of technology in Indian shipping

industry.

Figure 2 Screenshot of the software

Image courtesy M/s NavAlt

Post the Earth Summit in 2012 at Rio, efforts have

been underway all over the world to replace the use of

fossil fuels, linked to climate change, with alternative

sources of energy. The attempt is starting to bear fruit

in Kochi, the economic capital of Kerala.

The State Water Transport Department (SWTD) of

Kochi, Kerala, has placed an order for a 75 PAX solar

powered ferry with M/s NavAlt Solar & Electric Boats,

which is to be designed in technical collaboration with a

French engineering firm Alten. The ferry will be classed

with IRClass. The CEO of M/s. NavAlt Solar & Electric

Boats, Mr. Sandith Thandassery, has shared several

design, feasibility and economic aspects about the ferry.

Undoubtedly, Solar boats are significantly better than

conventional boats because they:

• do not pollute water

• do not release harmful emissions in air

• are very silent and comfortable for passengers

• have low vibrations

• no smell of diesel or petrol

• have lower cost of ownership (high initial cost but

relatively lower operating cost)

The process of solar boat design is different from that

of a conventional boat. So much so that it can be

termed as “solar boat design philosophy.” A successful

solar boat requires two different but critical focus

areas:

• Minimizing required propulsion power

• Optimization of Energy management

Reduction in Propulsion power

The first critical step is to drastically reduce the

propulsion power compared to a conventional boat.

This can be achieved in five ways.

1) Almost always an adopted practice for solar

passenger boat is to make the boat as a multi-hull,

usually catamaran, which ensures a lower

resistance for the same displacement and speed.

This also has higher stability compared to a single

hull vessel. Designing a solar boat as a catamaran

has an added benefit of having larger deck area

for providing solar panels.

2) The propulsion power required by the boat can

also be reduced by lowering the drag of the hull.

This can be achieved by optimizing the hull form

using the latest techniques like computational

fluid dynamics (CFD). The hull shape has to be

optimized for the operational condition

(displacement, draft, trim, speed) so that the

resistance of the boat is minimum. Fore-body and

aft-body shape is optimized to get best results.

3) Another approach to minimizing the propulsion

power is by reducing the weight of the boat. The

greatest contributor to a boat weight is the hull.

Solar boats are almost always built of composite

(FRP, carbon fibre) or aluminum. The

superstructure of the boat is also constructed of

similar lightweight material. Every single item

that goes into the boat is checked to meet two

conditions:

i. Is it necessary; can it be avoided?

ii. Can it be lighter?

4) The propeller design itself is critical to ensure

that power delivered to the propeller is converted

to useful thrust. It usually leads to larger propeller

diameter and optimum rotating speed (RPM),

pitch and area ratio to give the highest efficient

propeller, usually close to 55%.

5) Apart from the above mentioned major factors,

the other minor aspects that affect propulsion

power demand also need to be taken care i.e.

flow to propeller, clearances, shaft bearing,

rudder design, etc.

Once all of the above are incorporated, the

propulsion power needed for a solar passenger boat

compared to a conventional boat becomes half as

compared to the composite boat and less than

one-third of that of a steel boat.

Optimization in Energy management

Motors have to withstand the rugged marine

conditions and continuous usage. For larger systems of

more than 6 kW load, the motors may be 3 phase AC

motors (synchronous or asynchronous). A suitable

controller would vary the speed/power input and

thereby vary the speed of the boat. The shafting also

contains a thrust bearing to protect the motor from

direct axial load and transfer the propeller thrust

efficiently to the hull.

Panel Size and Battery Bank

The other two critical components of a Solar propelled

boat are the panel size and the battery bank, both of

which are dictated by the total power requirement of

the ship through a single day and the average intensity

of sunlight in the region. This shall then need to be

justified with the available area on the boat for

installation of solar panels. Usually the effort is to

maximize this area available since the cost of power

from solar energy is cheaper than its alternative fuel.

A number of factors play up in calculation of average

solar units of a location. The total energy available

during the day from solar panel depends on the

location and weather condition. Locations closer to

equator receives more direct sun rays than those far

away. Further, a bright sunny day generates more solar

units than a cloudy day.

The panel charging time is usually calculated from 8 AM

to 5 PM in summer, in places like Kerala which are closer

to the equator. The rate of charging increases as the sun

peaks at about 1-2 PM. The available energy from the

sun varies with the months of year as well. For

example, in Kerala the average for the month ranges

from 4.68 in June to 6.83 standard sun in March. The

average for the whole year is 5.72. For a cloudy day

these might be close to one-third.

The panel size thus arrived should not only cater to the

propulsion system, but also charge the battery bank

for use up to 6 to 10 hours. Therefore, to arrive at a

panel size, we can take “propulsion load + Battery

Power”. The depth of discharge allowed for a longer

life of battery depends on the type of battery which

will in turn drive the battery bank size. For example,

lithium batteries can be discharged by 80% compared

to 50% for lead-acid batteries. At this depth of

discharge, lithium batteries have a life of 2500 cycles

compared to 500 for lead acid batteries.

The system of battery, battery management system

(BMS), motor controller and motors together are

called as powertrain. Unlike cruise boat that runs for

only 3 to 4 hours a day, ferries need to run for 6 to 10

hours a day. This means the powertrain installed needs

to be of higher reliability, ruggedness and efficiency.

Usually, therefore, lithium based batteries (iron

magnesium phosphate being safer) are preferred for

such systems. Additional safety features usually include

independent auto-bilge pump in all compartments.

Economic Analysis

Almost always a common question that is asked is

whether the solar boat is worth the expense? Well!

The designers are highly affirmative about it. Large

solar ferries are usually four times costlier than a

conventional single hull steel ferry. However, if one

raises the ergonomics and safety standards (built

under classification society) of the conventional boat

to that of solar ferries the ratio is close to 1.5.

The consumables cost (fuel and lubes) is usually

INR 20-25 lakhs for a large conventional ferry

compared to zero for solar ferries. Diesel engines and

steel hull structure have higher maintenance

compared to electric motors and FRP hull. According

to the designers, the total operating costs of a

conventional ferry comes to about INR 25-30 lakhs

per year. If one adds the carbon credit, government

subsidy, and then do an economic analysis, the

break-even period of a solar ferry is as low as two

years.

The design has fetched NavAlt several accolades from

the media as well as other agencies.

The details of the ferry being built at Kochi

The vessel is a GRP catamaran solar-powered

passenger ferry with passenger capacity of 75 pax.

Intended for operation in the Vaikom-Thavanakadavu

route in Kerala.

Main Particulars:

Type: Catamaran

Length OA: 20.00 m

Breadth OA: 7.00 m (w/o fender)

Breadth (demi-hull):1.50 m

Depth moulded: 1.60 m

Draft: 0.80m

Trial speed: 5.5 knots in deep water

Prime Mover: 2 X 20 KW electric motors

Propulsion: 2 nos. Ni-Al-Bronze FPP

The electric propulsion motors to be powered by

solar panels mounted on the coach roof and by the

standby battery bank located in each demi hull.

Mr. C. Sriramamurthy, Chief Operating Officer of

IRClass, is an inspiration to all in the maritime

industry in general and IRClass in particular. He hails

from a humble background and with his simplicity,

modesty, warm smile and clear vision, he has

successfully nurtured and transformed IRClass into

an internationally well respected organization.

On the occasion of his superannuation, Mr. Sriramamurthy

spoke to Touch of Class – our in-house magazine.

Touch of Class (TOC): Good Morning Mr. C.

Sriramamurthy. Thank you for your time today.

You have been associated with IRClass for a long

time and have been part of the growth story of the

organization. Can you share with us when, how and

why did you join IRClass?

Mr. C. Sriramamurthy (CS): I joined IRClass in March

1989. Prior to joining here, I started my career in

Mogul line LTD and rose to the rank of Chief

Engineer.In 198,2. at the time of taking over vessel

“MV Lok Maheshwari” as a chief engineer in

Hindustan Shipyard, I met Mr Madhok, then

Surveyor-in-Charge of Vizag Survey Station, for the

first time. This initiated my interest in the works of

Classification Society. As technical persons, we often

come across instances where we needed advice from

Class Surveyors. I was impressed by the knowledge

and problem solving ability surveyors

had and so was mot ivated to jo in IRC las s .

I had many subsequent positive interactions with

IRClass which then encouraged me to approach

Mr. Madhok for a position in the organization.

Furtunately for me, there was a vacancy and I was

recruited as an Engineer Surveyor in March 1989.

TOC: How many years have you invested in IRClass

and how was your career journey? Please tell us

about your various postings?

CS: In March 1989, I joined IRClass Vizag and I was

there for a long time; rising from Surveyor to

Sr.Surveyor, then as Surveyor-In-Charge of Vizag

Survey Station.

As the organization grew, I was given many new

assignments and had executed all to the best of my

abilities. I recall one of the toughest times was in

year 2000 when the organization assigned me the

responsibility to open an office in China, which was

booming with new constructions and ship repairs.

My only contacts in China were a handful of shipyard

personnel in Qingdao and the management wanted

a set up the office in Shanghai.

So I started inquiring with my known sources and one

of them asked me “Why do you want to open an office

in Shanghai where the cost of living is very high and

with hardly any shipyards? Why don’t you open an

office in Qingdao where connectivity is much better?” .

06

Now this prompted me to find out more about

Qingdao – going through the past three years’

analysis of shipyards, vessels coming for repairs etc.

The percentage of ships seen in Shanghai were

negligible compared with Qingdao. So I suggested

to the Management that Qingdao will be much

better choice for the time being over Shanghai, and

this was readily accepted.

Things started moving very fast from that point, I

had to move to China on very short notice leaving

behind my family and a daughter studying in 11st

standard [which is a critical stage in schooling

period]. I was posted there for 3 years.

I returned to Vizag in year 2004 after successfully

establishing IRClass office in Qingdao. In 2007, I took

up the responsibility as Surveyor-In-Charge of

Mumbai Survey Station and from 2008 as HOD

Classification. Subsequently, I became the Divisional

Head of Ships in Service department and then took

over as Chief Operating Officer in September 2012.

TOC: Please tell us how your family has supported

you in your journey with IRClass and how did all of

you find your association with IRClass?

CS: My family has supported me throughout my

journey in IRClass. When I took up the job at IRClass,

I told my wife very clearly that the pay is much lower

as compared to seafaring roles, since I’ll be onshore.

Also, during my tenure in China, she managed our

home and children in spite of being alone for three

years. There is no doubt that my family has provided

unwavering support to me and has never

complained in any manner.

TOC: Please tell us about the different stages of

your career in IRClass and the challenges, you faced

over the years?

C.S: Challenges are a part and parcel of professional

life. Initially when I started my career, IRClass was

proposing owners to dual class existing ships,

which prompted owners to ask questions like, “We

already have one classification society; why should

we dual class the vessels? ”.

Few owners/operators were not too receptive and

at times we were told to wait outside till the

master finishes his work. But by and large, IRClass

received enthusiastic response from all the

stakeholders without which our growth would not

have been possible.

During the time, I was in China, there were many

technological advances taking place, which paved

the way for the Electronic Era. With the assistance

from the China Survey Station staff, we converted

forms and checklists into digital online formats at

that time.

Once, one of my Chinese colleagues asked as to,

how I survived on vegetarian food, I used to give

the example of elephants, which eat only grass but

are much stronger animals. Personally, being a

vegetarian and not knowing language, was a

major challenge.

TOC: What is your message to the employees of

IRClass? How should they lead their personal life

and profession life? Please give them some tips !

C.S: Always remember that technology is changing

the way we live, interact and work, Maritime sector is

no different. We need to be open to adopt and drive

new technologies and innovations. Both, at personal

and professional levels, if we are not in sync, we will

be left out. Further, always discharge your duties

with integrity, identify and pursue your goals, this will

take you to greater heights.

TOC: What according to you is the role of

employees in ensuring the progress and success of

the organization? What do you expect from

them?

C.S: Employees are our greatest asset as it is through

them that IRClass conveys its character and

commitment to the world. And we are a team just

like the organs in a human body. Each one of us

needs to work towards the goals set out by the

organization to achieve excellence in our services to

the maritime community. We should continuously

learn, evolve, upgrade and innovate to make IRClass

“The Class by Choice”.

TOC: How do you think IRClass has faired through

these 40 years?

C.S: IRClass was formed in the year 1975 with a small

office in SCI (Shipping Corporation of India)

premises. To start with, we had taken a loan from

shipowners through INSA (Indian National

Shipowners Association) which we paid back within

2 – 3 years’ time. We have sustained through

rendering our services to the entire satisfaction of

our customers, although we met with some

skepticism.

We have faced many challenging phases in the last

40 years but have made steady progress . In the year

1991, we became an associate member of IACS and

later in 2010 we got the full membership from IACS.

[International Association of Classification Societies].

Today, our fleet stands at 11.3 million Gross Tons

with more than 1600 vessels, of which about 80%

are single classed.

We have 27 flag recognitions including Panama,

Marshall Island, Liberia, Bahamas etc. and our port

state control record is excellent for the last 5 years

i.e. nil RO related detentions. We are looking

forward to the E.U. recognition which is round the

corner.

I wish that we will continue to progress in this

fashion to reach greater heights.

We interact with all stakeholders including

administrations, ship owners, designers, builders

and operators on regular basis. Through these

interactions, we have built their confidence in us.

TOC: Please share with the readers of Touch of Class

the general wisdom and learning in life from your

point of view.

C.S: Please have a balance in the work and social life .You

must have satisfaction in what you are doing. As

long as you are doing your work diligently, you will

be able to overcome any hurdles that come along

your way.

TOC: Thank you Sir, for your time and on behalf of

our team of TOC, we wish you success in all your

future Endeavour.

C.S: Thank you.

Those of us who have had a stint with Indian Navy are

aware of the special Rules that apply to building and

maintaining Naval Ships. For those holding portfolios

purely in merchant shipping know that the

international statutes do not apply to the vessels

owned by Navies across the world. IRClass, in the

recent past, was involved in classification of

non-combatant vessels, including yard crafts (e.g. such

as tugs, ferries, fuel and water barges etc.), ensuring

compliance with the published Rules & Regulations.

Subsequently, these vessels do not maintain class.

Since, there is a considerable increase in the workload

on naval maintenance facilities, due to increase in the

fleet size, Indian Navy has now decided to maintain class

of their yard crafts with IRClass. This will subject the

vessel to periodic surveys and any repair/maintenance

work can be identified at an early stage.

The first ever yard craft to have received our

‘Certificate of Class’ is vessel “Neelam” posted

out of Kochi Naval Base. The certificate was

handed over by then Chairman and Managing

Director (now Executive Chairman) of Indian

Register of Shipping, Mr Arun Sharma on 05

April 2016, at Kochi, to Vice Admiral Girish

Luthra, AVSM VSM, the then Flag Officer

Commanding-in-Chief Southern Naval Command

(presently Flag Officer Commanding-in-Chief

Western Naval Command).

There are about 60-70 yard crafts posted at the

5 key Command Head Quarters of Indian Navy,

namely,Visakhapatnam, Kochi, Mumbai, Karwar

and Port Blair. IRClass is committed to be

associated with Indian Navy in this endeavour

and hopes to further the relationship in future.

Introduction

IR-Hull Rule Scantling Calculation Software

assists users to verify the compliance of ship

designs with the Rules and Regulations for

Construction and Classification of Steel Ships

set forth by Indian Register of Shipping

(IRClass). This software has been developed

indigenously by the Technical Software

Development and Management (TSDM) team

of Indian Register of Shipping.

Need for a Rule Scantling Calculation Software

Verification of compliance of scantlings with

Class Rules is a fundamental part of Ship design

process. Scantling compliance checks are iterative

processes which also aid in optimizing design

requirements of the ship. Digitalization of

scantling rule verification process will help to

expedite the complex and repetitive calculations

involved in the traditional methods followed by

users.

IRClass has taken a step forward to ease out

application of rules for customers by releasing

IR-HULL software to the stakeholders of marine

and ship building industry.

Figure 1 Flowchart representation of framework

Framework of IR-HULL Software

Key Features

• Intuitive modeler

IR-Hull has an intuitive modeler with smart CAD

features. Following are the steps involved in the

modeling of a ship section.

As many of you already know, IRClass is currently

active on two global social media networks:

LinkedIn and Twitter.

Building awareness of IRClass in the international

markets via social media is one of our core focus

points moving ahead, and we are pleased with the

start we have made.

We currently have 2600+ followers on LinkedIn who

actively participate and like, comment and share our

updates to their network. On Twitter, our handle is

@irclass. We currently have 100+ followers. This

number is also growing, and you can help that:

We request all our team members, customers,

associates to follow us and regularly visit IRClass on

LinkedIn and Twitter to stay abreast with the latest

news, updates and events at IRClass. Please feel free

to share, like, tweet and comment on our posts.

We actively encourage good, responsible use of

social media by all to promote and enhance the

growing reputation of IRClass.

If you have any queries regarding IRClass’ social

media presence please drop in a line to us on

bizdev@irclass.org

1) Drawing the ship section

2) Assigning dimensions and material properties to the

section

3) Assigning compartment information to structural

members in the model

The software has in-built libraries of standard materials and

stiffener profiles. An option to mirror the symmetric

half-sections with properties is also provided in this intuitive

modeler.

• Panel approach to scantling checks

Panels are the un-stiffened part of the plating between

stiffeners and/or primary supporting members. The detection

of such panels is automated in the application. Based on its

location and compartment information, the application

identifies the rules applicable to each panel and their

associated longitudinal. The minimum required scantlings as

per rules are compared with the designer proposed values.

• Check for longitudinal strength

The section modulus and longitudinal strength assessments

are carried out for all the modeled entities. Deductions to

account for openings are included in the section modulus

assessment. Structural members can be excluded from the

calculations manually, if they do not contribute in

longitudinal strength calculations as per the rules. The

provided sectional property values (moment of inertia and

section modulus at neutral axis) at any transverse section are

compared with the rule minimum requirements.

• Buckling computation

The buckling strength of the members, contributing to the

longitudinal strength and subject to compressive stress, is

assessed in this module. The panels and stiffeners subject to

compressive stresses in various loading conditions are

analyzed for their critical buckling stresses. The critical

buckling stress of every member is compared with the

induced compressive stresses due to sagging and hogging

state of a ship.

• Calculations for transverse elements

Members which are not continuous in the longitudinal

direction, like transverse bulkheads, bottom floors, side

main frames, deck transverses etc., can’t be modeled in the

application. However tools are provided to verify

scantlings of such members by manual input. Other useful

tools like angle property calculator, bottom slamming

assessor and end attachment are also available in the

software.

• Comprehensive reporting module

The software is equipped with a comprehensive reporting

module wherein the summary and detailed reports for all

the analyses performed can be viewed. Summary reports

are useful to quickly view the compliance of structural

members to Class rules. The reports can be exported to

multiple formats such as .xls (Microsoft Excel), .pdf (Adobe

Acrobat), .rpt (Crystal Report).

• Efficient data handling

IR-Hull is designed to be a standalone application. All the

input data, modeling data, output data are stored in a

single file with an extension of “IRClass”.

Conclusion

IR-Hull is a software package which enables users to

digitalize the compliance checks of ship designs against

IRClass Rules. The software is capable of carrying out quick

assessments and can help in optimizing the ship designs. It

provides clarity in interpretation of Class Rules. It

encourages the adoption of technology in Indian shipping

industry.

Figure 2 Screenshot of the software

Post the Earth Summit in 2012 at Rio, efforts have

been underway all over the world to replace the use of

fossil fuels, linked to climate change, with alternative

sources of energy. The attempt is starting to bear fruit

in Kochi, the economic capital of Kerala.

The State Water Transport Department (SWTD) of

Kochi, Kerala, has placed an order for a 75 PAX solar

powered ferry with M/s NavAlt Solar & Electric Boats,

which is to be designed in technical collaboration with a

French engineering firm Alten. The ferry will be classed

with IRClass. The CEO of M/s. NavAlt Solar & Electric

Boats, Mr. Sandith Thandassery, has shared several

design, feasibility and economic aspects about the ferry.

Undoubtedly, Solar boats are significantly better than

conventional boats because they:

• do not pollute water

• do not release harmful emissions in air

• are very silent and comfortable for passengers

• have low vibrations

• no smell of diesel or petrol

• have lower cost of ownership (high initial cost but

relatively lower operating cost)

The process of solar boat design is different from that

of a conventional boat. So much so that it can be

termed as “solar boat design philosophy.” A successful

solar boat requires two different but critical focus

areas:

• Minimizing required propulsion power

• Optimization of Energy management

Reduction in Propulsion power

The first critical step is to drastically reduce the

propulsion power compared to a conventional boat.

This can be achieved in five ways.

1) Almost always an adopted practice for solar

passenger boat is to make the boat as a multi-hull,

usually catamaran, which ensures a lower

resistance for the same displacement and speed.

This also has higher stability compared to a single

hull vessel. Designing a solar boat as a catamaran

has an added benefit of having larger deck area

for providing solar panels.

2) The propulsion power required by the boat can

also be reduced by lowering the drag of the hull.

This can be achieved by optimizing the hull form

using the latest techniques like computational

fluid dynamics (CFD). The hull shape has to be

optimized for the operational condition

(displacement, draft, trim, speed) so that the

resistance of the boat is minimum. Fore-body and

aft-body shape is optimized to get best results.

3) Another approach to minimizing the propulsion

power is by reducing the weight of the boat. The

greatest contributor to a boat weight is the hull.

Solar boats are almost always built of composite

(FRP, carbon fibre) or aluminum. The

superstructure of the boat is also constructed of

similar lightweight material. Every single item

that goes into the boat is checked to meet two

conditions:

i. Is it necessary; can it be avoided?

ii. Can it be lighter?

4) The propeller design itself is critical to ensure

that power delivered to the propeller is converted

to useful thrust. It usually leads to larger propeller

diameter and optimum rotating speed (RPM),

pitch and area ratio to give the highest efficient

propeller, usually close to 55%.

5) Apart from the above mentioned major factors,

the other minor aspects that affect propulsion

power demand also need to be taken care i.e.

flow to propeller, clearances, shaft bearing,

rudder design, etc.

Once all of the above are incorporated, the

propulsion power needed for a solar passenger boat

compared to a conventional boat becomes half as

compared to the composite boat and less than

one-third of that of a steel boat.

Optimization in Energy management

Motors have to withstand the rugged marine

conditions and continuous usage. For larger systems of

more than 6 kW load, the motors may be 3 phase AC

motors (synchronous or asynchronous). A suitable

controller would vary the speed/power input and

thereby vary the speed of the boat. The shafting also

contains a thrust bearing to protect the motor from

direct axial load and transfer the propeller thrust

efficiently to the hull.

Panel Size and Battery Bank

The other two critical components of a Solar propelled

boat are the panel size and the battery bank, both of

which are dictated by the total power requirement of

the ship through a single day and the average intensity

of sunlight in the region. This shall then need to be

justified with the available area on the boat for

installation of solar panels. Usually the effort is to

maximize this area available since the cost of power

from solar energy is cheaper than its alternative fuel.

A number of factors play up in calculation of average

solar units of a location. The total energy available

during the day from solar panel depends on the

location and weather condition. Locations closer to

equator receives more direct sun rays than those far

away. Further, a bright sunny day generates more solar

units than a cloudy day.

The panel charging time is usually calculated from 8 AM

to 5 PM in summer, in places like Kerala which are closer

to the equator. The rate of charging increases as the sun

peaks at about 1-2 PM. The available energy from the

sun varies with the months of year as well. For

example, in Kerala the average for the month ranges

from 4.68 in June to 6.83 standard sun in March. The

average for the whole year is 5.72. For a cloudy day

these might be close to one-third.

The panel size thus arrived should not only cater to the

propulsion system, but also charge the battery bank

for use up to 6 to 10 hours. Therefore, to arrive at a

panel size, we can take “propulsion load + Battery

Power”. The depth of discharge allowed for a longer

life of battery depends on the type of battery which

will in turn drive the battery bank size. For example,

lithium batteries can be discharged by 80% compared

to 50% for lead-acid batteries. At this depth of

discharge, lithium batteries have a life of 2500 cycles

compared to 500 for lead acid batteries.

The system of battery, battery management system

(BMS), motor controller and motors together are

called as powertrain. Unlike cruise boat that runs for

only 3 to 4 hours a day, ferries need to run for 6 to 10

hours a day. This means the powertrain installed needs

to be of higher reliability, ruggedness and efficiency.

Usually, therefore, lithium based batteries (iron

magnesium phosphate being safer) are preferred for

such systems. Additional safety features usually include

independent auto-bilge pump in all compartments.

Economic Analysis

Almost always a common question that is asked is

whether the solar boat is worth the expense? Well!

The designers are highly affirmative about it. Large

solar ferries are usually four times costlier than a

conventional single hull steel ferry. However, if one

raises the ergonomics and safety standards (built

under classification society) of the conventional boat

to that of solar ferries the ratio is close to 1.5.

The consumables cost (fuel and lubes) is usually

INR 20-25 lakhs for a large conventional ferry

compared to zero for solar ferries. Diesel engines and

steel hull structure have higher maintenance

compared to electric motors and FRP hull. According

to the designers, the total operating costs of a

conventional ferry comes to about INR 25-30 lakhs

per year. If one adds the carbon credit, government

subsidy, and then do an economic analysis, the

break-even period of a solar ferry is as low as two

years.

The design has fetched NavAlt several accolades from

the media as well as other agencies.

The details of the ferry being built at Kochi

The vessel is a GRP catamaran solar-powered

passenger ferry with passenger capacity of 75 pax.

Intended for operation in the Vaikom-Thavanakadavu

route in Kerala.

Main Particulars:

Type: Catamaran

Length OA: 20.00 m

Breadth OA: 7.00 m (w/o fender)

Breadth (demi-hull):1.50 m

Depth moulded: 1.60 m

Draft: 0.80m

Trial speed: 5.5 knots in deep water

Prime Mover: 2 X 20 KW electric motors

Propulsion: 2 nos. Ni-Al-Bronze FPP

The electric propulsion motors to be powered by

solar panels mounted on the coach roof and by the

standby battery bank located in each demi hull.

Mr. C. Sriramamurthy, Chief Operating Officer of

IRClass, is an inspiration to all in the maritime

industry in general and IRClass in particular. He hails

from a humble background and with his simplicity,

modesty, warm smile and clear vision, he has

successfully nurtured and transformed IRClass into

an internationally well respected organization.

On the occasion of his superannuation, Mr. Sriramamurthy

spoke to Touch of Class – our in-house magazine.

Touch of Class (TOC): Good Morning Mr. C.

Sriramamurthy. Thank you for your time today.

You have been associated with IRClass for a long

time and have been part of the growth story of the

organization. Can you share with us when, how and

why did you join IRClass?

Mr. C. Sriramamurthy (CS): I joined IRClass in March

1989. Prior to joining here, I started my career in

Mogul line LTD and rose to the rank of Chief

Engineer.In 198,2. at the time of taking over vessel

“MV Lok Maheshwari” as a chief engineer in

Hindustan Shipyard, I met Mr Madhok, then

Surveyor-in-Charge of Vizag Survey Station, for the

first time. This initiated my interest in the works of

Classification Society. As technical persons, we often

come across instances where we needed advice from

Class Surveyors. I was impressed by the knowledge

and problem solving ability surveyors

had and so was mot ivated to jo in IRC las s .

I had many subsequent positive interactions with

IRClass which then encouraged me to approach

Mr. Madhok for a position in the organization.

Furtunately for me, there was a vacancy and I was

recruited as an Engineer Surveyor in March 1989.

TOC: How many years have you invested in IRClass

and how was your career journey? Please tell us

about your various postings?

CS: In March 1989, I joined IRClass Vizag and I was

there for a long time; rising from Surveyor to

Sr.Surveyor, then as Surveyor-In-Charge of Vizag

Survey Station.

As the organization grew, I was given many new

assignments and had executed all to the best of my

abilities. I recall one of the toughest times was in

year 2000 when the organization assigned me the

responsibility to open an office in China, which was

booming with new constructions and ship repairs.

My only contacts in China were a handful of shipyard

personnel in Qingdao and the management wanted

a set up the office in Shanghai.

So I started inquiring with my known sources and one

of them asked me “Why do you want to open an office

in Shanghai where the cost of living is very high and

with hardly any shipyards? Why don’t you open an

office in Qingdao where connectivity is much better?” .

Now this prompted me to find out more about

Qingdao – going through the past three years’

analysis of shipyards, vessels coming for repairs etc.

The percentage of ships seen in Shanghai were

negligible compared with Qingdao. So I suggested

to the Management that Qingdao will be much

better choice for the time being over Shanghai, and

this was readily accepted.

Things started moving very fast from that point, I

had to move to China on very short notice leaving

behind my family and a daughter studying in 11st

standard [which is a critical stage in schooling

period]. I was posted there for 3 years.

I returned to Vizag in year 2004 after successfully

establishing IRClass office in Qingdao. In 2007, I took

up the responsibility as Surveyor-In-Charge of

Mumbai Survey Station and from 2008 as HOD

Classification. Subsequently, I became the Divisional

Head of Ships in Service department and then took

over as Chief Operating Officer in September 2012.

TOC: Please tell us how your family has supported

you in your journey with IRClass and how did all of

you find your association with IRClass?

CS: My family has supported me throughout my

journey in IRClass. When I took up the job at IRClass,

I told my wife very clearly that the pay is much lower

as compared to seafaring roles, since I’ll be onshore.

Also, during my tenure in China, she managed our

home and children in spite of being alone for three

years. There is no doubt that my family has provided

unwavering support to me and has never

complained in any manner.

TOC: Please tell us about the different stages of

your career in IRClass and the challenges, you faced

over the years?

C.S: Challenges are a part and parcel of professional

life. Initially when I started my career, IRClass was

proposing owners to dual class existing ships,

which prompted owners to ask questions like, “We

already have one classification society; why should

we dual class the vessels? ”.

Few owners/operators were not too receptive and

at times we were told to wait outside till the

master finishes his work. But by and large, IRClass

received enthusiastic response from all the

stakeholders without which our growth would not

have been possible.

During the time, I was in China, there were many

technological advances taking place, which paved

the way for the Electronic Era. With the assistance

from the China Survey Station staff, we converted

forms and checklists into digital online formats at

that time.

Once, one of my Chinese colleagues asked as to,

how I survived on vegetarian food, I used to give

the example of elephants, which eat only grass but

are much stronger animals. Personally, being a

vegetarian and not knowing language, was a

major challenge.

TOC: What is your message to the employees of

IRClass? How should they lead their personal life

and profession life? Please give them some tips !

C.S: Always remember that technology is changing

the way we live, interact and work, Maritime sector is

no different. We need to be open to adopt and drive

new technologies and innovations. Both, at personal

and professional levels, if we are not in sync, we will

be left out. Further, always discharge your duties

with integrity, identify and pursue your goals, this will

take you to greater heights.

TOC: What according to you is the role of

employees in ensuring the progress and success of

the organization? What do you expect from

them?

C.S: Employees are our greatest asset as it is through

them that IRClass conveys its character and

commitment to the world. And we are a team just

like the organs in a human body. Each one of us

needs to work towards the goals set out by the

organization to achieve excellence in our services to

the maritime community. We should continuously

learn, evolve, upgrade and innovate to make IRClass

“The Class by Choice”.

TOC: How do you think IRClass has faired through

these 40 years?

C.S: IRClass was formed in the year 1975 with a small

office in SCI (Shipping Corporation of India)

premises. To start with, we had taken a loan from

shipowners through INSA (Indian National

Shipowners Association) which we paid back within

2 – 3 years’ time. We have sustained through

rendering our services to the entire satisfaction of

our customers, although we met with some

skepticism.

We have faced many challenging phases in the last

40 years but have made steady progress . In the year

1991, we became an associate member of IACS and

later in 2010 we got the full membership from IACS.

[International Association of Classification Societies].

Today, our fleet stands at 11.3 million Gross Tons

with more than 1600 vessels, of which about 80%

are single classed.

We have 27 flag recognitions including Panama,

Marshall Island, Liberia, Bahamas etc. and our port

state control record is excellent for the last 5 years

i.e. nil RO related detentions. We are looking

forward to the E.U. recognition which is round the

corner.

I wish that we will continue to progress in this

fashion to reach greater heights.

We interact with all stakeholders including

administrations, ship owners, designers, builders

and operators on regular basis. Through these

interactions, we have built their confidence in us.

TOC: Please share with the readers of Touch of Class

the general wisdom and learning in life from your

point of view.

C.S: Please have a balance in the work and social life .You

must have satisfaction in what you are doing. As

long as you are doing your work diligently, you will

be able to overcome any hurdles that come along

your way.

TOC: Thank you Sir, for your time and on behalf of

our team of TOC, we wish you success in all your

future Endeavour.

C.S: Thank you.

Those of us who have had a stint with Indian Navy are

aware of the special Rules that apply to building and

maintaining Naval Ships. For those holding portfolios

purely in merchant shipping know that the

international statutes do not apply to the vessels

owned by Navies across the world. IRClass, in the

recent past, was involved in classification of

non-combatant vessels, including yard crafts (e.g. such

as tugs, ferries, fuel and water barges etc.), ensuring

compliance with the published Rules & Regulations.

Subsequently, these vessels do not maintain class.

Since, there is a considerable increase in the workload

on naval maintenance facilities, due to increase in the

fleet size, Indian Navy has now decided to maintain class

of their yard crafts with IRClass. This will subject the

vessel to periodic surveys and any repair/maintenance

work can be identified at an early stage.

The first ever yard craft to have received our

‘Certificate of Class’ is vessel “Neelam” posted

out of Kochi Naval Base. The certificate was

handed over by then Chairman and Managing

Director (now Executive Chairman) of Indian

Register of Shipping, Mr Arun Sharma on 05

April 2016, at Kochi, to Vice Admiral Girish

Luthra, AVSM VSM, the then Flag Officer

Commanding-in-Chief Southern Naval Command

(presently Flag Officer Commanding-in-Chief

Western Naval Command).

There are about 60-70 yard crafts posted at the

5 key Command Head Quarters of Indian Navy,

namely,Visakhapatnam, Kochi, Mumbai, Karwar

and Port Blair. IRClass is committed to be

associated with Indian Navy in this endeavour

and hopes to further the relationship in future.

Introduction

IR-Hull Rule Scantling Calculation Software

assists users to verify the compliance of ship

designs with the Rules and Regulations for

Construction and Classification of Steel Ships

set forth by Indian Register of Shipping

(IRClass). This software has been developed

indigenously by the Technical Software

Development and Management (TSDM) team

of Indian Register of Shipping.

Need for a Rule Scantling Calculation Software

Verification of compliance of scantlings with

Class Rules is a fundamental part of Ship design

process. Scantling compliance checks are iterative

processes which also aid in optimizing design

requirements of the ship. Digitalization of

scantling rule verification process will help to

expedite the complex and repetitive calculations

involved in the traditional methods followed by

users.

IRClass has taken a step forward to ease out

application of rules for customers by releasing

IR-HULL software to the stakeholders of marine

and ship building industry.

Figure 1 Flowchart representation of framework

Framework of IR-HULL Software

Key Features

• Intuitive modeler

IR-Hull has an intuitive modeler with smart CAD

features. Following are the steps involved in the

modeling of a ship section.

As many of you already know, IRClass is currently

active on two global social media networks:

LinkedIn and Twitter.

Building awareness of IRClass in the international

markets via social media is one of our core focus

points moving ahead, and we are pleased with the

start we have made.

We currently have 2600+ followers on LinkedIn who

actively participate and like, comment and share our

updates to their network. On Twitter, our handle is

@irclass. We currently have 100+ followers. This

number is also growing, and you can help that:

We request all our team members, customers,

associates to follow us and regularly visit IRClass on

LinkedIn and Twitter to stay abreast with the latest

news, updates and events at IRClass. Please feel free

to share, like, tweet and comment on our posts.

We actively encourage good, responsible use of

social media by all to promote and enhance the

growing reputation of IRClass.

If you have any queries regarding IRClass’ social

media presence please drop in a line to us on

bizdev@irclass.org

1) Drawing the ship section

2) Assigning dimensions and material properties to the

section

3) Assigning compartment information to structural

members in the model

The software has in-built libraries of standard materials and

stiffener profiles. An option to mirror the symmetric

half-sections with properties is also provided in this intuitive

modeler.

• Panel approach to scantling checks

Panels are the un-stiffened part of the plating between

stiffeners and/or primary supporting members. The detection

of such panels is automated in the application. Based on its

location and compartment information, the application

identifies the rules applicable to each panel and their

associated longitudinal. The minimum required scantlings as

per rules are compared with the designer proposed values.

• Check for longitudinal strength

The section modulus and longitudinal strength assessments

are carried out for all the modeled entities. Deductions to

account for openings are included in the section modulus

assessment. Structural members can be excluded from the

calculations manually, if they do not contribute in

longitudinal strength calculations as per the rules. The

provided sectional property values (moment of inertia and

section modulus at neutral axis) at any transverse section are

compared with the rule minimum requirements.

• Buckling computation

The buckling strength of the members, contributing to the

longitudinal strength and subject to compressive stress, is

assessed in this module. The panels and stiffeners subject to

compressive stresses in various loading conditions are

analyzed for their critical buckling stresses. The critical

buckling stress of every member is compared with the

induced compressive stresses due to sagging and hogging

state of a ship.

• Calculations for transverse elements

Members which are not continuous in the longitudinal

direction, like transverse bulkheads, bottom floors, side

main frames, deck transverses etc., can’t be modeled in the

application. However tools are provided to verify

scantlings of such members by manual input. Other useful

tools like angle property calculator, bottom slamming

assessor and end attachment are also available in the

software.

• Comprehensive reporting module

The software is equipped with a comprehensive reporting

module wherein the summary and detailed reports for all

the analyses performed can be viewed. Summary reports

are useful to quickly view the compliance of structural

members to Class rules. The reports can be exported to

multiple formats such as .xls (Microsoft Excel), .pdf (Adobe

Acrobat), .rpt (Crystal Report).

• Efficient data handling

IR-Hull is designed to be a standalone application. All the

input data, modeling data, output data are stored in a

single file with an extension of “IRClass”.

Conclusion

IR-Hull is a software package which enables users to

digitalize the compliance checks of ship designs against

IRClass Rules. The software is capable of carrying out quick

assessments and can help in optimizing the ship designs. It

provides clarity in interpretation of Class Rules. It

encourages the adoption of technology in Indian shipping

industry.

Figure 2 Screenshot of the software

The process of Solar Boat design is different from that of a conventionalboat, so much so that it can be termed as "Solar boat design philosophy"

Post the Earth Summit in 2012 at Rio, efforts have

been underway all over the world to replace the use of

fossil fuels, linked to climate change, with alternative

sources of energy. The attempt is starting to bear fruit

in Kochi, the economic capital of Kerala.

The State Water Transport Department (SWTD) of

Kochi, Kerala, has placed an order for a 75 PAX solar

powered ferry with M/s NavAlt Solar & Electric Boats,

which is to be designed in technical collaboration with a

French engineering firm Alten. The ferry will be classed

with IRClass. The CEO of M/s. NavAlt Solar & Electric

Boats, Mr. Sandith Thandassery, has shared several

design, feasibility and economic aspects about the ferry.

Undoubtedly, Solar boats are significantly better than

conventional boats because they:

• do not pollute water

• do not release harmful emissions in air

• are very silent and comfortable for passengers

• have low vibrations

• no smell of diesel or petrol

• have lower cost of ownership (high initial cost but

relatively lower operating cost)

The process of solar boat design is different from that

of a conventional boat. So much so that it can be

termed as “solar boat design philosophy.” A successful

solar boat requires two different but critical focus

areas:

• Minimizing required propulsion power

• Optimization of Energy management

Reduction in Propulsion power

The first critical step is to drastically reduce the

propulsion power compared to a conventional boat.

This can be achieved in five ways.

1) Almost always an adopted practice for solar

passenger boat is to make the boat as a multi-hull,

usually catamaran, which ensures a lower

resistance for the same displacement and speed.

This also has higher stability compared to a single

hull vessel. Designing a solar boat as a catamaran

has an added benefit of having larger deck area

for providing solar panels.

2) The propulsion power required by the boat can

also be reduced by lowering the drag of the hull.

This can be achieved by optimizing the hull form

using the latest techniques like computational

fluid dynamics (CFD). The hull shape has to be

optimized for the operational condition

(displacement, draft, trim, speed) so that the

resistance of the boat is minimum. Fore-body and

aft-body shape is optimized to get best results.

3) Another approach to minimizing the propulsion

power is by reducing the weight of the boat. The

greatest contributor to a boat weight is the hull.

Solar boats are almost always built of composite

(FRP, carbon fibre) or aluminum. The

superstructure of the boat is also constructed of

similar lightweight material. Every single item

that goes into the boat is checked to meet two

conditions:

i. Is it necessary; can it be avoided?

ii. Can it be lighter?

4) The propeller design itself is critical to ensure

that power delivered to the propeller is converted

to useful thrust. It usually leads to larger propeller

diameter and optimum rotating speed (RPM),

pitch and area ratio to give the highest efficient

propeller, usually close to 55%.

5) Apart from the above mentioned major factors,

the other minor aspects that affect propulsion

power demand also need to be taken care i.e.

flow to propeller, clearances, shaft bearing,

rudder design, etc.

Once all of the above are incorporated, the

propulsion power needed for a solar passenger boat

compared to a conventional boat becomes half as

compared to the composite boat and less than

one-third of that of a steel boat.

Optimization in Energy management

Motors have to withstand the rugged marine

conditions and continuous usage. For larger systems of

more than 6 kW load, the motors may be 3 phase AC

motors (synchronous or asynchronous). A suitable

controller would vary the speed/power input and

thereby vary the speed of the boat. The shafting also

contains a thrust bearing to protect the motor from

direct axial load and transfer the propeller thrust

efficiently to the hull.

Panel Size and Battery Bank

The other two critical components of a Solar propelled

boat are the panel size and the battery bank, both of

which are dictated by the total power requirement of

the ship through a single day and the average intensity

of sunlight in the region. This shall then need to be

justified with the available area on the boat for

installation of solar panels. Usually the effort is to

maximize this area available since the cost of power

from solar energy is cheaper than its alternative fuel.

A number of factors play up in calculation of average

solar units of a location. The total energy available

during the day from solar panel depends on the

location and weather condition. Locations closer to

equator receives more direct sun rays than those far

away. Further, a bright sunny day generates more solar

units than a cloudy day.

The panel charging time is usually calculated from 8 AM

to 5 PM in summer, in places like Kerala which are closer

to the equator. The rate of charging increases as the sun

peaks at about 1-2 PM. The available energy from the

sun varies with the months of year as well. For

example, in Kerala the average for the month ranges

from 4.68 in June to 6.83 standard sun in March. The

average for the whole year is 5.72. For a cloudy day

these might be close to one-third.

The panel size thus arrived should not only cater to the

propulsion system, but also charge the battery bank

for use up to 6 to 10 hours. Therefore, to arrive at a

panel size, we can take “propulsion load + Battery

Power”. The depth of discharge allowed for a longer

life of battery depends on the type of battery which

will in turn drive the battery bank size. For example,

lithium batteries can be discharged by 80% compared

to 50% for lead-acid batteries. At this depth of

discharge, lithium batteries have a life of 2500 cycles

compared to 500 for lead acid batteries.

The system of battery, battery management system

(BMS), motor controller and motors together are

called as powertrain. Unlike cruise boat that runs for

only 3 to 4 hours a day, ferries need to run for 6 to 10

hours a day. This means the powertrain installed needs

to be of higher reliability, ruggedness and efficiency.

Usually, therefore, lithium based batteries (iron

magnesium phosphate being safer) are preferred for

such systems. Additional safety features usually include

independent auto-bilge pump in all compartments.

Economic Analysis

Almost always a common question that is asked is

whether the solar boat is worth the expense? Well!

The designers are highly affirmative about it. Large

solar ferries are usually four times costlier than a

conventional single hull steel ferry. However, if one

raises the ergonomics and safety standards (built

under classification society) of the conventional boat

to that of solar ferries the ratio is close to 1.5.

The consumables cost (fuel and lubes) is usually

INR 20-25 lakhs for a large conventional ferry

compared to zero for solar ferries. Diesel engines and

steel hull structure have higher maintenance

compared to electric motors and FRP hull. According

to the designers, the total operating costs of a

conventional ferry comes to about INR 25-30 lakhs

per year. If one adds the carbon credit, government

subsidy, and then do an economic analysis, the

break-even period of a solar ferry is as low as two

years.

The design has fetched NavAlt several accolades from

the media as well as other agencies.

The details of the ferry being built at Kochi

The vessel is a GRP catamaran solar-powered

passenger ferry with passenger capacity of 75 pax.

Intended for operation in the Vaikom-Thavanakadavu

route in Kerala.

Main Particulars:

Type: Catamaran

Length OA: 20.00 m

Breadth OA: 7.00 m (w/o fender)

Breadth (demi-hull):1.50 m

Depth moulded: 1.60 m

Draft: 0.80m

Trial speed: 5.5 knots in deep water

Prime Mover: 2 X 20 KW electric motors

Propulsion: 2 nos. Ni-Al-Bronze FPP

The electric propulsion motors to be powered by

solar panels mounted on the coach roof and by the

standby battery bank located in each demi hull.

Mr. C. Sriramamurthy, Chief Operating Officer of

IRClass, is an inspiration to all in the maritime

industry in general and IRClass in particular. He hails

from a humble background and with his simplicity,

modesty, warm smile and clear vision, he has

successfully nurtured and transformed IRClass into

an internationally well respected organization.

On the occasion of his superannuation, Mr. Sriramamurthy

spoke to Touch of Class – our in-house magazine.

Touch of Class (TOC): Good Morning Mr. C.

Sriramamurthy. Thank you for your time today.

You have been associated with IRClass for a long

time and have been part of the growth story of the

organization. Can you share with us when, how and

why did you join IRClass?

Mr. C. Sriramamurthy (CS): I joined IRClass in March

1989. Prior to joining here, I started my career in

Mogul line LTD and rose to the rank of Chief

Engineer.In 198,2. at the time of taking over vessel

“MV Lok Maheshwari” as a chief engineer in

Hindustan Shipyard, I met Mr Madhok, then

Surveyor-in-Charge of Vizag Survey Station, for the

first time. This initiated my interest in the works of

Classification Society. As technical persons, we often

come across instances where we needed advice from

Class Surveyors. I was impressed by the knowledge

and problem solving ability surveyors

had and so was mot ivated to jo in IRC las s .

I had many subsequent positive interactions with

IRClass which then encouraged me to approach

Mr. Madhok for a position in the organization.

Furtunately for me, there was a vacancy and I was

recruited as an Engineer Surveyor in March 1989.

TOC: How many years have you invested in IRClass

and how was your career journey? Please tell us

about your various postings?

CS: In March 1989, I joined IRClass Vizag and I was

there for a long time; rising from Surveyor to

Sr.Surveyor, then as Surveyor-In-Charge of Vizag

Survey Station.

As the organization grew, I was given many new

assignments and had executed all to the best of my

abilities. I recall one of the toughest times was in

year 2000 when the organization assigned me the

responsibility to open an office in China, which was

booming with new constructions and ship repairs.

My only contacts in China were a handful of shipyard

personnel in Qingdao and the management wanted

a set up the office in Shanghai.

So I started inquiring with my known sources and one

of them asked me “Why do you want to open an office

in Shanghai where the cost of living is very high and

with hardly any shipyards? Why don’t you open an

office in Qingdao where connectivity is much better?” .

Now this prompted me to find out more about

Qingdao – going through the past three years’

analysis of shipyards, vessels coming for repairs etc.

The percentage of ships seen in Shanghai were

negligible compared with Qingdao. So I suggested

to the Management that Qingdao will be much

better choice for the time being over Shanghai, and

this was readily accepted.

Things started moving very fast from that point, I

had to move to China on very short notice leaving

behind my family and a daughter studying in 11st

standard [which is a critical stage in schooling

period]. I was posted there for 3 years.

I returned to Vizag in year 2004 after successfully

establishing IRClass office in Qingdao. In 2007, I took

up the responsibility as Surveyor-In-Charge of

Mumbai Survey Station and from 2008 as HOD

Classification. Subsequently, I became the Divisional

Head of Ships in Service department and then took

over as Chief Operating Officer in September 2012.

TOC: Please tell us how your family has supported

you in your journey with IRClass and how did all of

you find your association with IRClass?

CS: My family has supported me throughout my

journey in IRClass. When I took up the job at IRClass,

I told my wife very clearly that the pay is much lower

as compared to seafaring roles, since I’ll be onshore.

Also, during my tenure in China, she managed our

home and children in spite of being alone for three

years. There is no doubt that my family has provided

unwavering support to me and has never

complained in any manner.

TOC: Please tell us about the different stages of

your career in IRClass and the challenges, you faced

over the years?

C.S: Challenges are a part and parcel of professional

life. Initially when I started my career, IRClass was

proposing owners to dual class existing ships,

which prompted owners to ask questions like, “We

already have one classification society; why should

we dual class the vessels? ”.

Few owners/operators were not too receptive and

at times we were told to wait outside till the

master finishes his work. But by and large, IRClass

received enthusiastic response from all the

stakeholders without which our growth would not

have been possible.

During the time, I was in China, there were many

technological advances taking place, which paved

the way for the Electronic Era. With the assistance

from the China Survey Station staff, we converted

forms and checklists into digital online formats at

that time.

Once, one of my Chinese colleagues asked as to,

how I survived on vegetarian food, I used to give

the example of elephants, which eat only grass but

are much stronger animals. Personally, being a

vegetarian and not knowing language, was a

major challenge.

TOC: What is your message to the employees of

IRClass? How should they lead their personal life

and profession life? Please give them some tips !

C.S: Always remember that technology is changing

the way we live, interact and work, Maritime sector is

no different. We need to be open to adopt and drive

new technologies and innovations. Both, at personal

and professional levels, if we are not in sync, we will

be left out. Further, always discharge your duties

with integrity, identify and pursue your goals, this will

take you to greater heights.

TOC: What according to you is the role of

employees in ensuring the progress and success of

the organization? What do you expect from

them?

C.S: Employees are our greatest asset as it is through

them that IRClass conveys its character and

commitment to the world. And we are a team just

like the organs in a human body. Each one of us

needs to work towards the goals set out by the

organization to achieve excellence in our services to

the maritime community. We should continuously

learn, evolve, upgrade and innovate to make IRClass

“The Class by Choice”.

TOC: How do you think IRClass has faired through

these 40 years?

C.S: IRClass was formed in the year 1975 with a small

office in SCI (Shipping Corporation of India)

premises. To start with, we had taken a loan from

shipowners through INSA (Indian National

Shipowners Association) which we paid back within

2 – 3 years’ time. We have sustained through

rendering our services to the entire satisfaction of

our customers, although we met with some

skepticism.

We have faced many challenging phases in the last

40 years but have made steady progress . In the year

1991, we became an associate member of IACS and

later in 2010 we got the full membership from IACS.

[International Association of Classification Societies].

Today, our fleet stands at 11.3 million Gross Tons

with more than 1600 vessels, of which about 80%

are single classed.

We have 27 flag recognitions including Panama,

Marshall Island, Liberia, Bahamas etc. and our port

state control record is excellent for the last 5 years

i.e. nil RO related detentions. We are looking

forward to the E.U. recognition which is round the

corner.

I wish that we will continue to progress in this

fashion to reach greater heights.

We interact with all stakeholders including

administrations, ship owners, designers, builders

and operators on regular basis. Through these

interactions, we have built their confidence in us.

TOC: Please share with the readers of Touch of Class

the general wisdom and learning in life from your

point of view.

C.S: Please have a balance in the work and social life .You

must have satisfaction in what you are doing. As

long as you are doing your work diligently, you will

be able to overcome any hurdles that come along

your way.

TOC: Thank you Sir, for your time and on behalf of

our team of TOC, we wish you success in all your

future Endeavour.

C.S: Thank you.

Those of us who have had a stint with Indian Navy are

aware of the special Rules that apply to building and

maintaining Naval Ships. For those holding portfolios

purely in merchant shipping know that the

international statutes do not apply to the vessels

owned by Navies across the world. IRClass, in the

recent past, was involved in classification of

non-combatant vessels, including yard crafts (e.g. such

as tugs, ferries, fuel and water barges etc.), ensuring

compliance with the published Rules & Regulations.

Subsequently, these vessels do not maintain class.

Since, there is a considerable increase in the workload

on naval maintenance facilities, due to increase in the

fleet size, Indian Navy has now decided to maintain class

of their yard crafts with IRClass. This will subject the

vessel to periodic surveys and any repair/maintenance

work can be identified at an early stage.

The first ever yard craft to have received our

‘Certificate of Class’ is vessel “Neelam” posted

out of Kochi Naval Base. The certificate was

handed over by then Chairman and Managing

Director (now Executive Chairman) of Indian

Register of Shipping, Mr Arun Sharma on 05

April 2016, at Kochi, to Vice Admiral Girish

Luthra, AVSM VSM, the then Flag Officer

Commanding-in-Chief Southern Naval Command

(presently Flag Officer Commanding-in-Chief

Western Naval Command).

There are about 60-70 yard crafts posted at the

5 key Command Head Quarters of Indian Navy,

namely,Visakhapatnam, Kochi, Mumbai, Karwar

and Port Blair. IRClass is committed to be

associated with Indian Navy in this endeavour

and hopes to further the relationship in future.

Introduction

IR-Hull Rule Scantling Calculation Software

assists users to verify the compliance of ship

designs with the Rules and Regulations for

Construction and Classification of Steel Ships

set forth by Indian Register of Shipping

(IRClass). This software has been developed

indigenously by the Technical Software

Development and Management (TSDM) team

of Indian Register of Shipping.

Need for a Rule Scantling Calculation Software

Verification of compliance of scantlings with

Class Rules is a fundamental part of Ship design

process. Scantling compliance checks are iterative

processes which also aid in optimizing design

requirements of the ship. Digitalization of

scantling rule verification process will help to

expedite the complex and repetitive calculations

involved in the traditional methods followed by

users.

IRClass has taken a step forward to ease out

application of rules for customers by releasing

IR-HULL software to the stakeholders of marine

and ship building industry.

Figure 1 Flowchart representation of framework

Framework of IR-HULL Software

Key Features

• Intuitive modeler

IR-Hull has an intuitive modeler with smart CAD

features. Following are the steps involved in the

modeling of a ship section.

As many of you already know, IRClass is currently

active on two global social media networks:

LinkedIn and Twitter.

Building awareness of IRClass in the international

markets via social media is one of our core focus

points moving ahead, and we are pleased with the

start we have made.

We currently have 2600+ followers on LinkedIn who

actively participate and like, comment and share our

updates to their network. On Twitter, our handle is

@irclass. We currently have 100+ followers. This

number is also growing, and you can help that:

We request all our team members, customers,

associates to follow us and regularly visit IRClass on

LinkedIn and Twitter to stay abreast with the latest

news, updates and events at IRClass. Please feel free

to share, like, tweet and comment on our posts.

We actively encourage good, responsible use of

social media by all to promote and enhance the

growing reputation of IRClass.

If you have any queries regarding IRClass’ social

media presence please drop in a line to us on

bizdev@irclass.org

08

1) Drawing the ship section

2) Assigning dimensions and material properties to the

section

3) Assigning compartment information to structural

members in the model

The software has in-built libraries of standard materials and

stiffener profiles. An option to mirror the symmetric

half-sections with properties is also provided in this intuitive

modeler.

• Panel approach to scantling checks

Panels are the un-stiffened part of the plating between

stiffeners and/or primary supporting members. The detection

of such panels is automated in the application. Based on its

location and compartment information, the application

identifies the rules applicable to each panel and their

associated longitudinal. The minimum required scantlings as

per rules are compared with the designer proposed values.

• Check for longitudinal strength

The section modulus and longitudinal strength assessments

are carried out for all the modeled entities. Deductions to

account for openings are included in the section modulus

assessment. Structural members can be excluded from the

calculations manually, if they do not contribute in

longitudinal strength calculations as per the rules. The

provided sectional property values (moment of inertia and

section modulus at neutral axis) at any transverse section are

compared with the rule minimum requirements.

• Buckling computation

The buckling strength of the members, contributing to the

longitudinal strength and subject to compressive stress, is

assessed in this module. The panels and stiffeners subject to

compressive stresses in various loading conditions are

analyzed for their critical buckling stresses. The critical

buckling stress of every member is compared with the

induced compressive stresses due to sagging and hogging

state of a ship.

• Calculations for transverse elements

Members which are not continuous in the longitudinal

direction, like transverse bulkheads, bottom floors, side

main frames, deck transverses etc., can’t be modeled in the

application. However tools are provided to verify

scantlings of such members by manual input. Other useful

tools like angle property calculator, bottom slamming

assessor and end attachment are also available in the

software.

• Comprehensive reporting module

The software is equipped with a comprehensive reporting

module wherein the summary and detailed reports for all

the analyses performed can be viewed. Summary reports

are useful to quickly view the compliance of structural

members to Class rules. The reports can be exported to

multiple formats such as .xls (Microsoft Excel), .pdf (Adobe

Acrobat), .rpt (Crystal Report).

• Efficient data handling

IR-Hull is designed to be a standalone application. All the

input data, modeling data, output data are stored in a

single file with an extension of “IRClass”.

Conclusion

IR-Hull is a software package which enables users to

digitalize the compliance checks of ship designs against

IRClass Rules. The software is capable of carrying out quick

assessments and can help in optimizing the ship designs. It

provides clarity in interpretation of Class Rules. It

encourages the adoption of technology in Indian shipping

industry.

Figure 2 Screenshot of the software

Post the Earth Summit in 2012 at Rio, efforts have

been underway all over the world to replace the use of

fossil fuels, linked to climate change, with alternative

sources of energy. The attempt is starting to bear fruit

in Kochi, the economic capital of Kerala.

The State Water Transport Department (SWTD) of

Kochi, Kerala, has placed an order for a 75 PAX solar

powered ferry with M/s NavAlt Solar & Electric Boats,

which is to be designed in technical collaboration with a

French engineering firm Alten. The ferry will be classed

with IRClass. The CEO of M/s. NavAlt Solar & Electric

Boats, Mr. Sandith Thandassery, has shared several

design, feasibility and economic aspects about the ferry.

Undoubtedly, Solar boats are significantly better than

conventional boats because they:

• do not pollute water

• do not release harmful emissions in air

• are very silent and comfortable for passengers

• have low vibrations

• no smell of diesel or petrol

• have lower cost of ownership (high initial cost but

relatively lower operating cost)

The process of solar boat design is different from that

of a conventional boat. So much so that it can be

termed as “solar boat design philosophy.” A successful

solar boat requires two different but critical focus

areas:

• Minimizing required propulsion power

• Optimization of Energy management

Reduction in Propulsion power

The first critical step is to drastically reduce the

propulsion power compared to a conventional boat.

This can be achieved in five ways.

1) Almost always an adopted practice for solar

passenger boat is to make the boat as a multi-hull,

usually catamaran, which ensures a lower

resistance for the same displacement and speed.

This also has higher stability compared to a single

hull vessel. Designing a solar boat as a catamaran

has an added benefit of having larger deck area

for providing solar panels.

2) The propulsion power required by the boat can

also be reduced by lowering the drag of the hull.

This can be achieved by optimizing the hull form

using the latest techniques like computational

fluid dynamics (CFD). The hull shape has to be

optimized for the operational condition

(displacement, draft, trim, speed) so that the

resistance of the boat is minimum. Fore-body and

aft-body shape is optimized to get best results.

3) Another approach to minimizing the propulsion

power is by reducing the weight of the boat. The

greatest contributor to a boat weight is the hull.

Solar boats are almost always built of composite

(FRP, carbon fibre) or aluminum. The

superstructure of the boat is also constructed of

similar lightweight material. Every single item

that goes into the boat is checked to meet two

conditions:

i. Is it necessary; can it be avoided?

ii. Can it be lighter?

4) The propeller design itself is critical to ensure

that power delivered to the propeller is converted

to useful thrust. It usually leads to larger propeller

diameter and optimum rotating speed (RPM),

pitch and area ratio to give the highest efficient

propeller, usually close to 55%.

5) Apart from the above mentioned major factors,

the other minor aspects that affect propulsion

power demand also need to be taken care i.e.

flow to propeller, clearances, shaft bearing,

rudder design, etc.

Once all of the above are incorporated, the

propulsion power needed for a solar passenger boat

compared to a conventional boat becomes half as

compared to the composite boat and less than

one-third of that of a steel boat.

Optimization in Energy management

Motors have to withstand the rugged marine

conditions and continuous usage. For larger systems of

more than 6 kW load, the motors may be 3 phase AC

motors (synchronous or asynchronous). A suitable

controller would vary the speed/power input and

thereby vary the speed of the boat. The shafting also

contains a thrust bearing to protect the motor from

direct axial load and transfer the propeller thrust

efficiently to the hull.

Panel Size and Battery Bank

The other two critical components of a Solar propelled

boat are the panel size and the battery bank, both of

which are dictated by the total power requirement of

the ship through a single day and the average intensity

of sunlight in the region. This shall then need to be

justified with the available area on the boat for

installation of solar panels. Usually the effort is to

maximize this area available since the cost of power

from solar energy is cheaper than its alternative fuel.

A number of factors play up in calculation of average

solar units of a location. The total energy available

during the day from solar panel depends on the

location and weather condition. Locations closer to

equator receives more direct sun rays than those far

away. Further, a bright sunny day generates more solar

units than a cloudy day.

The panel charging time is usually calculated from 8 AM

to 5 PM in summer, in places like Kerala which are closer

to the equator. The rate of charging increases as the sun

peaks at about 1-2 PM. The available energy from the

sun varies with the months of year as well. For

example, in Kerala the average for the month ranges

from 4.68 in June to 6.83 standard sun in March. The

average for the whole year is 5.72. For a cloudy day

these might be close to one-third.

The panel size thus arrived should not only cater to the

propulsion system, but also charge the battery bank

for use up to 6 to 10 hours. Therefore, to arrive at a

panel size, we can take “propulsion load + Battery

Power”. The depth of discharge allowed for a longer

life of battery depends on the type of battery which

will in turn drive the battery bank size. For example,

lithium batteries can be discharged by 80% compared

to 50% for lead-acid batteries. At this depth of

discharge, lithium batteries have a life of 2500 cycles

compared to 500 for lead acid batteries.

The system of battery, battery management system

(BMS), motor controller and motors together are

called as powertrain. Unlike cruise boat that runs for

only 3 to 4 hours a day, ferries need to run for 6 to 10

hours a day. This means the powertrain installed needs

to be of higher reliability, ruggedness and efficiency.

Usually, therefore, lithium based batteries (iron

magnesium phosphate being safer) are preferred for

such systems. Additional safety features usually include

independent auto-bilge pump in all compartments.

Economic Analysis

Almost always a common question that is asked is

whether the solar boat is worth the expense? Well!

The designers are highly affirmative about it. Large

solar ferries are usually four times costlier than a

conventional single hull steel ferry. However, if one

raises the ergonomics and safety standards (built

under classification society) of the conventional boat

to that of solar ferries the ratio is close to 1.5.

The consumables cost (fuel and lubes) is usually

INR 20-25 lakhs for a large conventional ferry

compared to zero for solar ferries. Diesel engines and

steel hull structure have higher maintenance

compared to electric motors and FRP hull. According

to the designers, the total operating costs of a

conventional ferry comes to about INR 25-30 lakhs

per year. If one adds the carbon credit, government

subsidy, and then do an economic analysis, the

break-even period of a solar ferry is as low as two

years.

The design has fetched NavAlt several accolades from

the media as well as other agencies.

The details of the ferry being built at Kochi

The vessel is a GRP catamaran solar-powered

passenger ferry with passenger capacity of 75 pax.

Intended for operation in the Vaikom-Thavanakadavu

route in Kerala.

Main Particulars:

Type: Catamaran

Length OA: 20.00 m

Breadth OA: 7.00 m (w/o fender)

Breadth (demi-hull):1.50 m

Depth moulded: 1.60 m

Draft: 0.80m

Trial speed: 5.5 knots in deep water

Prime Mover: 2 X 20 KW electric motors

Propulsion: 2 nos. Ni-Al-Bronze FPP

The electric propulsion motors to be powered by

solar panels mounted on the coach roof and by the

standby battery bank located in each demi hull.

Mr. C. Sriramamurthy, Chief Operating Officer of

IRClass, is an inspiration to all in the maritime

industry in general and IRClass in particular. He hails

from a humble background and with his simplicity,

modesty, warm smile and clear vision, he has

successfully nurtured and transformed IRClass into

an internationally well respected organization.

On the occasion of his superannuation, Mr. Sriramamurthy

spoke to Touch of Class – our in-house magazine.

Touch of Class (TOC): Good Morning Mr. C.

Sriramamurthy. Thank you for your time today.

You have been associated with IRClass for a long

time and have been part of the growth story of the

organization. Can you share with us when, how and

why did you join IRClass?

Mr. C. Sriramamurthy (CS): I joined IRClass in March

1989. Prior to joining here, I started my career in

Mogul line LTD and rose to the rank of Chief

Engineer.In 198,2. at the time of taking over vessel

“MV Lok Maheshwari” as a chief engineer in

Hindustan Shipyard, I met Mr Madhok, then

Surveyor-in-Charge of Vizag Survey Station, for the

first time. This initiated my interest in the works of

Classification Society. As technical persons, we often

come across instances where we needed advice from

Class Surveyors. I was impressed by the knowledge

and problem solving ability surveyors

had and so was mot ivated to jo in IRC las s .

I had many subsequent positive interactions with

IRClass which then encouraged me to approach

Mr. Madhok for a position in the organization.

Furtunately for me, there was a vacancy and I was

recruited as an Engineer Surveyor in March 1989.

TOC: How many years have you invested in IRClass

and how was your career journey? Please tell us

about your various postings?

CS: In March 1989, I joined IRClass Vizag and I was

there for a long time; rising from Surveyor to

Sr.Surveyor, then as Surveyor-In-Charge of Vizag

Survey Station.

As the organization grew, I was given many new

assignments and had executed all to the best of my

abilities. I recall one of the toughest times was in

year 2000 when the organization assigned me the

responsibility to open an office in China, which was

booming with new constructions and ship repairs.

My only contacts in China were a handful of shipyard

personnel in Qingdao and the management wanted

a set up the office in Shanghai.

So I started inquiring with my known sources and one

of them asked me “Why do you want to open an office

in Shanghai where the cost of living is very high and

with hardly any shipyards? Why don’t you open an

office in Qingdao where connectivity is much better?” .

Now this prompted me to find out more about

Qingdao – going through the past three years’

analysis of shipyards, vessels coming for repairs etc.

The percentage of ships seen in Shanghai were

negligible compared with Qingdao. So I suggested

to the Management that Qingdao will be much

better choice for the time being over Shanghai, and

this was readily accepted.

Things started moving very fast from that point, I

had to move to China on very short notice leaving

behind my family and a daughter studying in 11st

standard [which is a critical stage in schooling

period]. I was posted there for 3 years.

I returned to Vizag in year 2004 after successfully

establishing IRClass office in Qingdao. In 2007, I took

up the responsibility as Surveyor-In-Charge of

Mumbai Survey Station and from 2008 as HOD

Classification. Subsequently, I became the Divisional

Head of Ships in Service department and then took

over as Chief Operating Officer in September 2012.

TOC: Please tell us how your family has supported

you in your journey with IRClass and how did all of

you find your association with IRClass?

CS: My family has supported me throughout my

journey in IRClass. When I took up the job at IRClass,

I told my wife very clearly that the pay is much lower

as compared to seafaring roles, since I’ll be onshore.

Also, during my tenure in China, she managed our

home and children in spite of being alone for three

years. There is no doubt that my family has provided

unwavering support to me and has never

complained in any manner.

TOC: Please tell us about the different stages of

your career in IRClass and the challenges, you faced

over the years?

C.S: Challenges are a part and parcel of professional

life. Initially when I started my career, IRClass was

proposing owners to dual class existing ships,

which prompted owners to ask questions like, “We

already have one classification society; why should

we dual class the vessels? ”.

Few owners/operators were not too receptive and

at times we were told to wait outside till the

master finishes his work. But by and large, IRClass

received enthusiastic response from all the

stakeholders without which our growth would not

have been possible.

During the time, I was in China, there were many

technological advances taking place, which paved

the way for the Electronic Era. With the assistance

from the China Survey Station staff, we converted

forms and checklists into digital online formats at

that time.

Once, one of my Chinese colleagues asked as to,

how I survived on vegetarian food, I used to give

the example of elephants, which eat only grass but

are much stronger animals. Personally, being a

vegetarian and not knowing language, was a

major challenge.

TOC: What is your message to the employees of

IRClass? How should they lead their personal life

and profession life? Please give them some tips !

C.S: Always remember that technology is changing

the way we live, interact and work, Maritime sector is

no different. We need to be open to adopt and drive

new technologies and innovations. Both, at personal

and professional levels, if we are not in sync, we will

be left out. Further, always discharge your duties

with integrity, identify and pursue your goals, this will

take you to greater heights.

TOC: What according to you is the role of

employees in ensuring the progress and success of

the organization? What do you expect from

them?

C.S: Employees are our greatest asset as it is through

them that IRClass conveys its character and

commitment to the world. And we are a team just

like the organs in a human body. Each one of us

needs to work towards the goals set out by the

organization to achieve excellence in our services to

the maritime community. We should continuously

learn, evolve, upgrade and innovate to make IRClass

“The Class by Choice”.

TOC: How do you think IRClass has faired through

these 40 years?

C.S: IRClass was formed in the year 1975 with a small

office in SCI (Shipping Corporation of India)

premises. To start with, we had taken a loan from

shipowners through INSA (Indian National

Shipowners Association) which we paid back within

2 – 3 years’ time. We have sustained through

rendering our services to the entire satisfaction of

our customers, although we met with some

skepticism.

We have faced many challenging phases in the last

40 years but have made steady progress . In the year

1991, we became an associate member of IACS and

later in 2010 we got the full membership from IACS.

[International Association of Classification Societies].

Today, our fleet stands at 11.3 million Gross Tons

with more than 1600 vessels, of which about 80%

are single classed.

We have 27 flag recognitions including Panama,

Marshall Island, Liberia, Bahamas etc. and our port

state control record is excellent for the last 5 years

i.e. nil RO related detentions. We are looking

forward to the E.U. recognition which is round the

corner.

I wish that we will continue to progress in this

fashion to reach greater heights.

We interact with all stakeholders including

administrations, ship owners, designers, builders

and operators on regular basis. Through these

interactions, we have built their confidence in us.

TOC: Please share with the readers of Touch of Class

the general wisdom and learning in life from your

point of view.

C.S: Please have a balance in the work and social life .You

must have satisfaction in what you are doing. As

long as you are doing your work diligently, you will

be able to overcome any hurdles that come along

your way.

TOC: Thank you Sir, for your time and on behalf of

our team of TOC, we wish you success in all your

future Endeavour.

C.S: Thank you.

Those of us who have had a stint with Indian Navy are

aware of the special Rules that apply to building and

maintaining Naval Ships. For those holding portfolios

purely in merchant shipping know that the

international statutes do not apply to the vessels

owned by Navies across the world. IRClass, in the

recent past, was involved in classification of

non-combatant vessels, including yard crafts (e.g. such

as tugs, ferries, fuel and water barges etc.), ensuring

compliance with the published Rules & Regulations.

Subsequently, these vessels do not maintain class.

Since, there is a considerable increase in the workload

on naval maintenance facilities, due to increase in the

fleet size, Indian Navy has now decided to maintain class

of their yard crafts with IRClass. This will subject the

vessel to periodic surveys and any repair/maintenance

work can be identified at an early stage.

The first ever yard craft to have received our

‘Certificate of Class’ is vessel “Neelam” posted

out of Kochi Naval Base. The certificate was

handed over by then Chairman and Managing

Director (now Executive Chairman) of Indian

Register of Shipping, Mr Arun Sharma on 05

April 2016, at Kochi, to Vice Admiral Girish

Luthra, AVSM VSM, the then Flag Officer

Commanding-in-Chief Southern Naval Command

(presently Flag Officer Commanding-in-Chief

Western Naval Command).

There are about 60-70 yard crafts posted at the

5 key Command Head Quarters of Indian Navy,

namely,Visakhapatnam, Kochi, Mumbai, Karwar

and Port Blair. IRClass is committed to be

associated with Indian Navy in this endeavour

and hopes to further the relationship in future.

Introduction

IR-Hull Rule Scantling Calculation Software

assists users to verify the compliance of ship

designs with the Rules and Regulations for

Construction and Classification of Steel Ships

set forth by Indian Register of Shipping

(IRClass). This software has been developed

indigenously by the Technical Software

Development and Management (TSDM) team

of Indian Register of Shipping.

Need for a Rule Scantling Calculation Software

Verification of compliance of scantlings with

Class Rules is a fundamental part of Ship design

process. Scantling compliance checks are iterative

processes which also aid in optimizing design

requirements of the ship. Digitalization of

scantling rule verification process will help to

expedite the complex and repetitive calculations

involved in the traditional methods followed by

users.

IRClass has taken a step forward to ease out

application of rules for customers by releasing

IR-HULL software to the stakeholders of marine

and ship building industry.

Figure 1 Flowchart representation of framework

Framework of IR-HULL Software

Key Features

• Intuitive modeler

IR-Hull has an intuitive modeler with smart CAD

features. Following are the steps involved in the

modeling of a ship section.

As many of you already know, IRClass is currently

active on two global social media networks:

LinkedIn and Twitter.

Building awareness of IRClass in the international

markets via social media is one of our core focus

points moving ahead, and we are pleased with the

start we have made.

We currently have 2600+ followers on LinkedIn who

actively participate and like, comment and share our

updates to their network. On Twitter, our handle is

@irclass. We currently have 100+ followers. This

number is also growing, and you can help that:

We request all our team members, customers,

associates to follow us and regularly visit IRClass on

LinkedIn and Twitter to stay abreast with the latest

news, updates and events at IRClass. Please feel free

to share, like, tweet and comment on our posts.

We actively encourage good, responsible use of

social media by all to promote and enhance the

growing reputation of IRClass.

If you have any queries regarding IRClass’ social

media presence please drop in a line to us on

bizdev@irclass.org

1) Drawing the ship section

2) Assigning dimensions and material properties to the

section

3) Assigning compartment information to structural

members in the model

The software has in-built libraries of standard materials and

stiffener profiles. An option to mirror the symmetric

half-sections with properties is also provided in this intuitive

modeler.

• Panel approach to scantling checks

Panels are the un-stiffened part of the plating between

stiffeners and/or primary supporting members. The detection

of such panels is automated in the application. Based on its

location and compartment information, the application

identifies the rules applicable to each panel and their

associated longitudinal. The minimum required scantlings as

per rules are compared with the designer proposed values.

• Check for longitudinal strength

The section modulus and longitudinal strength assessments

are carried out for all the modeled entities. Deductions to

account for openings are included in the section modulus

assessment. Structural members can be excluded from the

calculations manually, if they do not contribute in

longitudinal strength calculations as per the rules. The

provided sectional property values (moment of inertia and

section modulus at neutral axis) at any transverse section are

compared with the rule minimum requirements.

• Buckling computation

The buckling strength of the members, contributing to the

longitudinal strength and subject to compressive stress, is

assessed in this module. The panels and stiffeners subject to

compressive stresses in various loading conditions are

analyzed for their critical buckling stresses. The critical

buckling stress of every member is compared with the

induced compressive stresses due to sagging and hogging

state of a ship.

• Calculations for transverse elements

Members which are not continuous in the longitudinal

direction, like transverse bulkheads, bottom floors, side

main frames, deck transverses etc., can’t be modeled in the

application. However tools are provided to verify

scantlings of such members by manual input. Other useful

tools like angle property calculator, bottom slamming

assessor and end attachment are also available in the

software.

• Comprehensive reporting module

The software is equipped with a comprehensive reporting

module wherein the summary and detailed reports for all

the analyses performed can be viewed. Summary reports

are useful to quickly view the compliance of structural

members to Class rules. The reports can be exported to

multiple formats such as .xls (Microsoft Excel), .pdf (Adobe

Acrobat), .rpt (Crystal Report).

• Efficient data handling

IR-Hull is designed to be a standalone application. All the

input data, modeling data, output data are stored in a

single file with an extension of “IRClass”.

Conclusion

IR-Hull is a software package which enables users to

digitalize the compliance checks of ship designs against

IRClass Rules. The software is capable of carrying out quick

assessments and can help in optimizing the ship designs. It

provides clarity in interpretation of Class Rules. It

encourages the adoption of technology in Indian shipping

industry.

Figure 2 Screenshot of the software

Solar Ferry

Post the Earth Summit in 2012 at Rio, efforts have

been underway all over the world to replace the use of

fossil fuels, linked to climate change, with alternative

sources of energy. The attempt is starting to bear fruit

in Kochi, the economic capital of Kerala.

The State Water Transport Department (SWTD) of

Kochi, Kerala, has placed an order for a 75 PAX solar

powered ferry with M/s NavAlt Solar & Electric Boats,

which is to be designed in technical collaboration with a

French engineering firm Alten. The ferry will be classed

with IRClass. The CEO of M/s. NavAlt Solar & Electric

Boats, Mr. Sandith Thandassery, has shared several

design, feasibility and economic aspects about the ferry.

Undoubtedly, Solar boats are significantly better than

conventional boats because they:

• do not pollute water

• do not release harmful emissions in air

• are very silent and comfortable for passengers

• have low vibrations

• no smell of diesel or petrol

• have lower cost of ownership (high initial cost but

relatively lower operating cost)

The process of solar boat design is different from that

of a conventional boat. So much so that it can be

termed as “solar boat design philosophy.” A successful

solar boat requires two different but critical focus

areas:

• Minimizing required propulsion power

• Optimization of Energy management

Reduction in Propulsion power

The first critical step is to drastically reduce the

propulsion power compared to a conventional boat.

This can be achieved in five ways.

1) Almost always an adopted practice for solar

passenger boat is to make the boat as a multi-hull,

usually catamaran, which ensures a lower

resistance for the same displacement and speed.

This also has higher stability compared to a single

hull vessel. Designing a solar boat as a catamaran

has an added benefit of having larger deck area

for providing solar panels.

2) The propulsion power required by the boat can

also be reduced by lowering the drag of the hull.

This can be achieved by optimizing the hull form

using the latest techniques like computational

fluid dynamics (CFD). The hull shape has to be

optimized for the operational condition

(displacement, draft, trim, speed) so that the

resistance of the boat is minimum. Fore-body and

aft-body shape is optimized to get best results.

3) Another approach to minimizing the propulsion

power is by reducing the weight of the boat. The

greatest contributor to a boat weight is the hull.

Solar boats are almost always built of composite

(FRP, carbon fibre) or aluminum. The

superstructure of the boat is also constructed of

similar lightweight material. Every single item

that goes into the boat is checked to meet two

conditions:

i. Is it necessary; can it be avoided?

ii. Can it be lighter?

4) The propeller design itself is critical to ensure

that power delivered to the propeller is converted

to useful thrust. It usually leads to larger propeller

diameter and optimum rotating speed (RPM),

pitch and area ratio to give the highest efficient

propeller, usually close to 55%.

5) Apart from the above mentioned major factors,

the other minor aspects that affect propulsion

power demand also need to be taken care i.e.

flow to propeller, clearances, shaft bearing,

rudder design, etc.

Once all of the above are incorporated, the

propulsion power needed for a solar passenger boat

compared to a conventional boat becomes half as

compared to the composite boat and less than

one-third of that of a steel boat.

Optimization in Energy management

Motors have to withstand the rugged marine

conditions and continuous usage. For larger systems of

more than 6 kW load, the motors may be 3 phase AC

motors (synchronous or asynchronous). A suitable

controller would vary the speed/power input and

thereby vary the speed of the boat. The shafting also

contains a thrust bearing to protect the motor from

direct axial load and transfer the propeller thrust

efficiently to the hull.

Panel Size and Battery Bank

The other two critical components of a Solar propelled

boat are the panel size and the battery bank, both of

which are dictated by the total power requirement of

the ship through a single day and the average intensity

of sunlight in the region. This shall then need to be

justified with the available area on the boat for

installation of solar panels. Usually the effort is to

maximize this area available since the cost of power

from solar energy is cheaper than its alternative fuel.

A number of factors play up in calculation of average

solar units of a location. The total energy available

during the day from solar panel depends on the

location and weather condition. Locations closer to

equator receives more direct sun rays than those far

away. Further, a bright sunny day generates more solar

units than a cloudy day.

The panel charging time is usually calculated from 8 AM

to 5 PM in summer, in places like Kerala which are closer

to the equator. The rate of charging increases as the sun

peaks at about 1-2 PM. The available energy from the

sun varies with the months of year as well. For

example, in Kerala the average for the month ranges

from 4.68 in June to 6.83 standard sun in March. The

average for the whole year is 5.72. For a cloudy day

these might be close to one-third.

The panel size thus arrived should not only cater to the

propulsion system, but also charge the battery bank

for use up to 6 to 10 hours. Therefore, to arrive at a

panel size, we can take “propulsion load + Battery

Power”. The depth of discharge allowed for a longer

life of battery depends on the type of battery which

will in turn drive the battery bank size. For example,

lithium batteries can be discharged by 80% compared

to 50% for lead-acid batteries. At this depth of

discharge, lithium batteries have a life of 2500 cycles

compared to 500 for lead acid batteries.

The system of battery, battery management system

(BMS), motor controller and motors together are

called as powertrain. Unlike cruise boat that runs for

only 3 to 4 hours a day, ferries need to run for 6 to 10

hours a day. This means the powertrain installed needs

to be of higher reliability, ruggedness and efficiency.

Usually, therefore, lithium based batteries (iron

magnesium phosphate being safer) are preferred for

such systems. Additional safety features usually include

independent auto-bilge pump in all compartments.

Economic Analysis

Almost always a common question that is asked is

whether the solar boat is worth the expense? Well!

The designers are highly affirmative about it. Large

solar ferries are usually four times costlier than a

conventional single hull steel ferry. However, if one

raises the ergonomics and safety standards (built

under classification society) of the conventional boat

to that of solar ferries the ratio is close to 1.5.

The consumables cost (fuel and lubes) is usually

INR 20-25 lakhs for a large conventional ferry

compared to zero for solar ferries. Diesel engines and

steel hull structure have higher maintenance

compared to electric motors and FRP hull. According

to the designers, the total operating costs of a

conventional ferry comes to about INR 25-30 lakhs

per year. If one adds the carbon credit, government

subsidy, and then do an economic analysis, the

break-even period of a solar ferry is as low as two

years.

The design has fetched NavAlt several accolades from

the media as well as other agencies.

The details of the ferry being built at Kochi

The vessel is a GRP catamaran solar-powered

passenger ferry with passenger capacity of 75 pax.

Intended for operation in the Vaikom-Thavanakadavu

route in Kerala.

Main Particulars:

Type: Catamaran

Length OA: 20.00 m

Breadth OA: 7.00 m (w/o fender)

Breadth (demi-hull):1.50 m

Depth moulded: 1.60 m

Draft: 0.80m

Trial speed: 5.5 knots in deep water

Prime Mover: 2 X 20 KW electric motors

Propulsion: 2 nos. Ni-Al-Bronze FPP

The electric propulsion motors to be powered by

solar panels mounted on the coach roof and by the

standby battery bank located in each demi hull.

Mr. C. Sriramamurthy, Chief Operating Officer of

IRClass, is an inspiration to all in the maritime

industry in general and IRClass in particular. He hails

from a humble background and with his simplicity,

modesty, warm smile and clear vision, he has

successfully nurtured and transformed IRClass into

an internationally well respected organization.

On the occasion of his superannuation, Mr. Sriramamurthy

spoke to Touch of Class – our in-house magazine.

Touch of Class (TOC): Good Morning Mr. C.

Sriramamurthy. Thank you for your time today.

You have been associated with IRClass for a long

time and have been part of the growth story of the

organization. Can you share with us when, how and

why did you join IRClass?

Mr. C. Sriramamurthy (CS): I joined IRClass in March

1989. Prior to joining here, I started my career in

Mogul line LTD and rose to the rank of Chief

Engineer.In 198,2. at the time of taking over vessel

“MV Lok Maheshwari” as a chief engineer in

Hindustan Shipyard, I met Mr Madhok, then

Surveyor-in-Charge of Vizag Survey Station, for the

first time. This initiated my interest in the works of

Classification Society. As technical persons, we often

come across instances where we needed advice from

Class Surveyors. I was impressed by the knowledge

and problem solving ability surveyors

had and so was mot ivated to jo in IRC las s .

I had many subsequent positive interactions with

IRClass which then encouraged me to approach

Mr. Madhok for a position in the organization.

Furtunately for me, there was a vacancy and I was

recruited as an Engineer Surveyor in March 1989.

TOC: How many years have you invested in IRClass

and how was your career journey? Please tell us

about your various postings?

CS: In March 1989, I joined IRClass Vizag and I was

there for a long time; rising from Surveyor to

Sr.Surveyor, then as Surveyor-In-Charge of Vizag

Survey Station.

As the organization grew, I was given many new

assignments and had executed all to the best of my

abilities. I recall one of the toughest times was in

year 2000 when the organization assigned me the

responsibility to open an office in China, which was

booming with new constructions and ship repairs.

My only contacts in China were a handful of shipyard

personnel in Qingdao and the management wanted

a set up the office in Shanghai.

So I started inquiring with my known sources and one

of them asked me “Why do you want to open an office

in Shanghai where the cost of living is very high and

with hardly any shipyards? Why don’t you open an

office in Qingdao where connectivity is much better?” .

Now this prompted me to find out more about

Qingdao – going through the past three years’

analysis of shipyards, vessels coming for repairs etc.

The percentage of ships seen in Shanghai were

negligible compared with Qingdao. So I suggested

to the Management that Qingdao will be much

better choice for the time being over Shanghai, and

this was readily accepted.

Things started moving very fast from that point, I

had to move to China on very short notice leaving

behind my family and a daughter studying in 11st

standard [which is a critical stage in schooling

period]. I was posted there for 3 years.

I returned to Vizag in year 2004 after successfully

establishing IRClass office in Qingdao. In 2007, I took

up the responsibility as Surveyor-In-Charge of

Mumbai Survey Station and from 2008 as HOD

Classification. Subsequently, I became the Divisional

Head of Ships in Service department and then took

over as Chief Operating Officer in September 2012.

TOC: Please tell us how your family has supported

you in your journey with IRClass and how did all of

you find your association with IRClass?

CS: My family has supported me throughout my

journey in IRClass. When I took up the job at IRClass,

I told my wife very clearly that the pay is much lower

as compared to seafaring roles, since I’ll be onshore.

Also, during my tenure in China, she managed our

home and children in spite of being alone for three

years. There is no doubt that my family has provided

unwavering support to me and has never

complained in any manner.

TOC: Please tell us about the different stages of

your career in IRClass and the challenges, you faced

over the years?

C.S: Challenges are a part and parcel of professional

life. Initially when I started my career, IRClass was

proposing owners to dual class existing ships,

which prompted owners to ask questions like, “We

already have one classification society; why should

we dual class the vessels? ”.

Few owners/operators were not too receptive and

at times we were told to wait outside till the

master finishes his work. But by and large, IRClass

received enthusiastic response from all the

stakeholders without which our growth would not

have been possible.

During the time, I was in China, there were many

technological advances taking place, which paved

the way for the Electronic Era. With the assistance

from the China Survey Station staff, we converted

forms and checklists into digital online formats at

that time.

Once, one of my Chinese colleagues asked as to,

how I survived on vegetarian food, I used to give

the example of elephants, which eat only grass but

are much stronger animals. Personally, being a

vegetarian and not knowing language, was a

major challenge.

TOC: What is your message to the employees of

IRClass? How should they lead their personal life

and profession life? Please give them some tips !

C.S: Always remember that technology is changing

the way we live, interact and work, Maritime sector is

no different. We need to be open to adopt and drive

new technologies and innovations. Both, at personal

and professional levels, if we are not in sync, we will

be left out. Further, always discharge your duties

with integrity, identify and pursue your goals, this will

take you to greater heights.

TOC: What according to you is the role of

employees in ensuring the progress and success of

the organization? What do you expect from

them?

C.S: Employees are our greatest asset as it is through

them that IRClass conveys its character and

commitment to the world. And we are a team just

like the organs in a human body. Each one of us

needs to work towards the goals set out by the

organization to achieve excellence in our services to

the maritime community. We should continuously

learn, evolve, upgrade and innovate to make IRClass

“The Class by Choice”.

TOC: How do you think IRClass has faired through

these 40 years?

C.S: IRClass was formed in the year 1975 with a small

office in SCI (Shipping Corporation of India)

premises. To start with, we had taken a loan from

shipowners through INSA (Indian National

Shipowners Association) which we paid back within

2 – 3 years’ time. We have sustained through

rendering our services to the entire satisfaction of

our customers, although we met with some

skepticism.

We have faced many challenging phases in the last

40 years but have made steady progress . In the year

1991, we became an associate member of IACS and

later in 2010 we got the full membership from IACS.

[International Association of Classification Societies].

Today, our fleet stands at 11.3 million Gross Tons

with more than 1600 vessels, of which about 80%

are single classed.

We have 27 flag recognitions including Panama,

Marshall Island, Liberia, Bahamas etc. and our port

state control record is excellent for the last 5 years

i.e. nil RO related detentions. We are looking

forward to the E.U. recognition which is round the

corner.

I wish that we will continue to progress in this

fashion to reach greater heights.

We interact with all stakeholders including

administrations, ship owners, designers, builders

and operators on regular basis. Through these

interactions, we have built their confidence in us.

TOC: Please share with the readers of Touch of Class

the general wisdom and learning in life from your

point of view.

C.S: Please have a balance in the work and social life .You

must have satisfaction in what you are doing. As

long as you are doing your work diligently, you will

be able to overcome any hurdles that come along

your way.

TOC: Thank you Sir, for your time and on behalf of

our team of TOC, we wish you success in all your

future Endeavour.

C.S: Thank you.

Those of us who have had a stint with Indian Navy are

aware of the special Rules that apply to building and

maintaining Naval Ships. For those holding portfolios

purely in merchant shipping know that the

international statutes do not apply to the vessels

owned by Navies across the world. IRClass, in the

recent past, was involved in classification of

non-combatant vessels, including yard crafts (e.g. such

as tugs, ferries, fuel and water barges etc.), ensuring

compliance with the published Rules & Regulations.

Subsequently, these vessels do not maintain class.

Since, there is a considerable increase in the workload

on naval maintenance facilities, due to increase in the

fleet size, Indian Navy has now decided to maintain class

of their yard crafts with IRClass. This will subject the

vessel to periodic surveys and any repair/maintenance

work can be identified at an early stage.

The first ever yard craft to have received our

‘Certificate of Class’ is vessel “Neelam” posted

out of Kochi Naval Base. The certificate was

handed over by then Chairman and Managing

Director (now Executive Chairman) of Indian

Register of Shipping, Mr Arun Sharma on 05

April 2016, at Kochi, to Vice Admiral Girish

Luthra, AVSM VSM, the then Flag Officer

Commanding-in-Chief Southern Naval Command

(presently Flag Officer Commanding-in-Chief

Western Naval Command).

There are about 60-70 yard crafts posted at the

5 key Command Head Quarters of Indian Navy,

namely,Visakhapatnam, Kochi, Mumbai, Karwar

and Port Blair. IRClass is committed to be

associated with Indian Navy in this endeavour

and hopes to further the relationship in future.

Introduction

IR-Hull Rule Scantling Calculation Software

assists users to verify the compliance of ship

designs with the Rules and Regulations for

Construction and Classification of Steel Ships

set forth by Indian Register of Shipping

(IRClass). This software has been developed

indigenously by the Technical Software

Development and Management (TSDM) team

of Indian Register of Shipping.

Need for a Rule Scantling Calculation Software

Verification of compliance of scantlings with

Class Rules is a fundamental part of Ship design

process. Scantling compliance checks are iterative

processes which also aid in optimizing design

requirements of the ship. Digitalization of

scantling rule verification process will help to

expedite the complex and repetitive calculations

involved in the traditional methods followed by

users.

IRClass has taken a step forward to ease out

application of rules for customers by releasing

IR-HULL software to the stakeholders of marine

and ship building industry.

Figure 1 Flowchart representation of framework

Framework of IR-HULL Software

Key Features

• Intuitive modeler

IR-Hull has an intuitive modeler with smart CAD

features. Following are the steps involved in the

modeling of a ship section.

As many of you already know, IRClass is currently

active on two global social media networks:

LinkedIn and Twitter.

Building awareness of IRClass in the international

markets via social media is one of our core focus

points moving ahead, and we are pleased with the

start we have made.

We currently have 2600+ followers on LinkedIn who

actively participate and like, comment and share our

updates to their network. On Twitter, our handle is

@irclass. We currently have 100+ followers. This

number is also growing, and you can help that:

We request all our team members, customers,

associates to follow us and regularly visit IRClass on

LinkedIn and Twitter to stay abreast with the latest

news, updates and events at IRClass. Please feel free

to share, like, tweet and comment on our posts.

We actively encourage good, responsible use of

social media by all to promote and enhance the

growing reputation of IRClass.

If you have any queries regarding IRClass’ social

media presence please drop in a line to us on

bizdev@irclass.org

09

1) Drawing the ship section

2) Assigning dimensions and material properties to the

section

3) Assigning compartment information to structural

members in the model

The software has in-built libraries of standard materials and

stiffener profiles. An option to mirror the symmetric

half-sections with properties is also provided in this intuitive

modeler.

• Panel approach to scantling checks

Panels are the un-stiffened part of the plating between

stiffeners and/or primary supporting members. The detection

of such panels is automated in the application. Based on its

location and compartment information, the application

identifies the rules applicable to each panel and their

associated longitudinal. The minimum required scantlings as

per rules are compared with the designer proposed values.

• Check for longitudinal strength

The section modulus and longitudinal strength assessments

are carried out for all the modeled entities. Deductions to

account for openings are included in the section modulus

assessment. Structural members can be excluded from the

calculations manually, if they do not contribute in

longitudinal strength calculations as per the rules. The

provided sectional property values (moment of inertia and

section modulus at neutral axis) at any transverse section are

compared with the rule minimum requirements.

• Buckling computation

The buckling strength of the members, contributing to the

longitudinal strength and subject to compressive stress, is

assessed in this module. The panels and stiffeners subject to

compressive stresses in various loading conditions are

analyzed for their critical buckling stresses. The critical

buckling stress of every member is compared with the

induced compressive stresses due to sagging and hogging

state of a ship.

• Calculations for transverse elements

Members which are not continuous in the longitudinal

direction, like transverse bulkheads, bottom floors, side

main frames, deck transverses etc., can’t be modeled in the

application. However tools are provided to verify

scantlings of such members by manual input. Other useful

tools like angle property calculator, bottom slamming

assessor and end attachment are also available in the

software.

• Comprehensive reporting module

The software is equipped with a comprehensive reporting

module wherein the summary and detailed reports for all

the analyses performed can be viewed. Summary reports

are useful to quickly view the compliance of structural

members to Class rules. The reports can be exported to

multiple formats such as .xls (Microsoft Excel), .pdf (Adobe

Acrobat), .rpt (Crystal Report).

• Efficient data handling

IR-Hull is designed to be a standalone application. All the

input data, modeling data, output data are stored in a

single file with an extension of “IRClass”.

Conclusion

IR-Hull is a software package which enables users to

digitalize the compliance checks of ship designs against

IRClass Rules. The software is capable of carrying out quick

assessments and can help in optimizing the ship designs. It

provides clarity in interpretation of Class Rules. It

encourages the adoption of technology in Indian shipping

industry.

Figure 2 Screenshot of the software

Up, Close & Personal

With Mr. C. Sriramamurthy, Chief Operating Officer

Post the Earth Summit in 2012 at Rio, efforts have

been underway all over the world to replace the use of

fossil fuels, linked to climate change, with alternative

sources of energy. The attempt is starting to bear fruit

in Kochi, the economic capital of Kerala.

The State Water Transport Department (SWTD) of

Kochi, Kerala, has placed an order for a 75 PAX solar

powered ferry with M/s NavAlt Solar & Electric Boats,

which is to be designed in technical collaboration with a

French engineering firm Alten. The ferry will be classed

with IRClass. The CEO of M/s. NavAlt Solar & Electric

Boats, Mr. Sandith Thandassery, has shared several

design, feasibility and economic aspects about the ferry.

Undoubtedly, Solar boats are significantly better than

conventional boats because they:

• do not pollute water

• do not release harmful emissions in air

• are very silent and comfortable for passengers

• have low vibrations

• no smell of diesel or petrol

• have lower cost of ownership (high initial cost but

relatively lower operating cost)

The process of solar boat design is different from that

of a conventional boat. So much so that it can be

termed as “solar boat design philosophy.” A successful

solar boat requires two different but critical focus

areas:

• Minimizing required propulsion power

• Optimization of Energy management

Reduction in Propulsion power

The first critical step is to drastically reduce the

propulsion power compared to a conventional boat.

This can be achieved in five ways.

1) Almost always an adopted practice for solar

passenger boat is to make the boat as a multi-hull,

usually catamaran, which ensures a lower

resistance for the same displacement and speed.

This also has higher stability compared to a single

hull vessel. Designing a solar boat as a catamaran

has an added benefit of having larger deck area

for providing solar panels.

2) The propulsion power required by the boat can

also be reduced by lowering the drag of the hull.

This can be achieved by optimizing the hull form

using the latest techniques like computational

fluid dynamics (CFD). The hull shape has to be

optimized for the operational condition

(displacement, draft, trim, speed) so that the

resistance of the boat is minimum. Fore-body and

aft-body shape is optimized to get best results.

3) Another approach to minimizing the propulsion

power is by reducing the weight of the boat. The

greatest contributor to a boat weight is the hull.

Solar boats are almost always built of composite

(FRP, carbon fibre) or aluminum. The

superstructure of the boat is also constructed of

similar lightweight material. Every single item

that goes into the boat is checked to meet two

conditions:

i. Is it necessary; can it be avoided?

ii. Can it be lighter?

4) The propeller design itself is critical to ensure

that power delivered to the propeller is converted

to useful thrust. It usually leads to larger propeller

diameter and optimum rotating speed (RPM),

pitch and area ratio to give the highest efficient

propeller, usually close to 55%.

5) Apart from the above mentioned major factors,

the other minor aspects that affect propulsion

power demand also need to be taken care i.e.

flow to propeller, clearances, shaft bearing,

rudder design, etc.

Once all of the above are incorporated, the

propulsion power needed for a solar passenger boat

compared to a conventional boat becomes half as

compared to the composite boat and less than

one-third of that of a steel boat.

Optimization in Energy management

Motors have to withstand the rugged marine

conditions and continuous usage. For larger systems of

more than 6 kW load, the motors may be 3 phase AC

motors (synchronous or asynchronous). A suitable

controller would vary the speed/power input and

thereby vary the speed of the boat. The shafting also

contains a thrust bearing to protect the motor from

direct axial load and transfer the propeller thrust

efficiently to the hull.

Panel Size and Battery Bank

The other two critical components of a Solar propelled

boat are the panel size and the battery bank, both of

which are dictated by the total power requirement of

the ship through a single day and the average intensity

of sunlight in the region. This shall then need to be

justified with the available area on the boat for

installation of solar panels. Usually the effort is to

maximize this area available since the cost of power

from solar energy is cheaper than its alternative fuel.

A number of factors play up in calculation of average

solar units of a location. The total energy available

during the day from solar panel depends on the

location and weather condition. Locations closer to

equator receives more direct sun rays than those far

away. Further, a bright sunny day generates more solar

units than a cloudy day.

The panel charging time is usually calculated from 8 AM

to 5 PM in summer, in places like Kerala which are closer

to the equator. The rate of charging increases as the sun

peaks at about 1-2 PM. The available energy from the

sun varies with the months of year as well. For

example, in Kerala the average for the month ranges

from 4.68 in June to 6.83 standard sun in March. The

average for the whole year is 5.72. For a cloudy day

these might be close to one-third.

The panel size thus arrived should not only cater to the

propulsion system, but also charge the battery bank

for use up to 6 to 10 hours. Therefore, to arrive at a

panel size, we can take “propulsion load + Battery

Power”. The depth of discharge allowed for a longer

life of battery depends on the type of battery which

will in turn drive the battery bank size. For example,

lithium batteries can be discharged by 80% compared

to 50% for lead-acid batteries. At this depth of

discharge, lithium batteries have a life of 2500 cycles

compared to 500 for lead acid batteries.

The system of battery, battery management system

(BMS), motor controller and motors together are

called as powertrain. Unlike cruise boat that runs for

only 3 to 4 hours a day, ferries need to run for 6 to 10

hours a day. This means the powertrain installed needs

to be of higher reliability, ruggedness and efficiency.

Usually, therefore, lithium based batteries (iron

magnesium phosphate being safer) are preferred for

such systems. Additional safety features usually include

independent auto-bilge pump in all compartments.

Economic Analysis

Almost always a common question that is asked is

whether the solar boat is worth the expense? Well!

The designers are highly affirmative about it. Large

solar ferries are usually four times costlier than a

conventional single hull steel ferry. However, if one

raises the ergonomics and safety standards (built

under classification society) of the conventional boat

to that of solar ferries the ratio is close to 1.5.

The consumables cost (fuel and lubes) is usually

INR 20-25 lakhs for a large conventional ferry

compared to zero for solar ferries. Diesel engines and

steel hull structure have higher maintenance

compared to electric motors and FRP hull. According

to the designers, the total operating costs of a

conventional ferry comes to about INR 25-30 lakhs

per year. If one adds the carbon credit, government

subsidy, and then do an economic analysis, the

break-even period of a solar ferry is as low as two

years.

The design has fetched NavAlt several accolades from

the media as well as other agencies.

The details of the ferry being built at Kochi

The vessel is a GRP catamaran solar-powered

passenger ferry with passenger capacity of 75 pax.

Intended for operation in the Vaikom-Thavanakadavu

route in Kerala.

Main Particulars:

Type: Catamaran

Length OA: 20.00 m

Breadth OA: 7.00 m (w/o fender)

Breadth (demi-hull):1.50 m

Depth moulded: 1.60 m

Draft: 0.80m

Trial speed: 5.5 knots in deep water

Prime Mover: 2 X 20 KW electric motors

Propulsion: 2 nos. Ni-Al-Bronze FPP

The electric propulsion motors to be powered by

solar panels mounted on the coach roof and by the

standby battery bank located in each demi hull.

Mr. C. Sriramamurthy, Chief Operating Officer of

IRClass, is an inspiration to all in the maritime

industry in general and IRClass in particular. He hails

from a humble background and with his simplicity,

modesty, warm smile and clear vision, he has

successfully nurtured and transformed IRClass into

an internationally well respected organization.

On the occasion of his superannuation, Mr. Sriramamurthy

spoke to Touch of Class – our in-house magazine.

Touch of Class (TOC): Good Morning Mr. C.

Sriramamurthy. Thank you for your time today.

You have been associated with IRClass for a long

time and have been part of the growth story of the

organization. Can you share with us when, how and

why did you join IRClass?

Mr. C. Sriramamurthy (CS): I joined IRClass in March

1989. Prior to joining here, I started my career in

Mogul line LTD and rose to the rank of Chief

Engineer.In 198,2. at the time of taking over vessel

“MV Lok Maheshwari” as a chief engineer in

Hindustan Shipyard, I met Mr Madhok, then

Surveyor-in-Charge of Vizag Survey Station, for the

first time. This initiated my interest in the works of

Classification Society. As technical persons, we often

come across instances where we needed advice from

Class Surveyors. I was impressed by the knowledge

and problem solving ability surveyors

had and so was mot ivated to jo in IRC las s .

I had many subsequent positive interactions with

IRClass which then encouraged me to approach

Mr. Madhok for a position in the organization.

Furtunately for me, there was a vacancy and I was

recruited as an Engineer Surveyor in March 1989.

TOC: How many years have you invested in IRClass

and how was your career journey? Please tell us

about your various postings?

CS: In March 1989, I joined IRClass Vizag and I was

there for a long time; rising from Surveyor to

Sr.Surveyor, then as Surveyor-In-Charge of Vizag

Survey Station.

As the organization grew, I was given many new

assignments and had executed all to the best of my

abilities. I recall one of the toughest times was in

year 2000 when the organization assigned me the

responsibility to open an office in China, which was

booming with new constructions and ship repairs.

My only contacts in China were a handful of shipyard

personnel in Qingdao and the management wanted

a set up the office in Shanghai.

So I started inquiring with my known sources and one

of them asked me “Why do you want to open an office

in Shanghai where the cost of living is very high and

with hardly any shipyards? Why don’t you open an

office in Qingdao where connectivity is much better?” .

Now this prompted me to find out more about

Qingdao – going through the past three years’

analysis of shipyards, vessels coming for repairs etc.

The percentage of ships seen in Shanghai were

negligible compared with Qingdao. So I suggested

to the Management that Qingdao will be much

better choice for the time being over Shanghai, and

this was readily accepted.

Things started moving very fast from that point, I

had to move to China on very short notice leaving

behind my family and a daughter studying in 11st

standard [which is a critical stage in schooling

period]. I was posted there for 3 years.

I returned to Vizag in year 2004 after successfully

establishing IRClass office in Qingdao. In 2007, I took

up the responsibility as Surveyor-In-Charge of

Mumbai Survey Station and from 2008 as HOD

Classification. Subsequently, I became the Divisional

Head of Ships in Service department and then took

over as Chief Operating Officer in September 2012.

TOC: Please tell us how your family has supported

you in your journey with IRClass and how did all of

you find your association with IRClass?

CS: My family has supported me throughout my

journey in IRClass. When I took up the job at IRClass,

I told my wife very clearly that the pay is much lower

as compared to seafaring roles, since I’ll be onshore.

Also, during my tenure in China, she managed our

home and children in spite of being alone for three

years. There is no doubt that my family has provided

unwavering support to me and has never

complained in any manner.

TOC: Please tell us about the different stages of

your career in IRClass and the challenges, you faced

over the years?

C.S: Challenges are a part and parcel of professional

life. Initially when I started my career, IRClass was

proposing owners to dual class existing ships,

which prompted owners to ask questions like, “We

already have one classification society; why should

we dual class the vessels? ”.

Few owners/operators were not too receptive and

at times we were told to wait outside till the

master finishes his work. But by and large, IRClass

received enthusiastic response from all the

stakeholders without which our growth would not

have been possible.

During the time, I was in China, there were many

technological advances taking place, which paved

the way for the Electronic Era. With the assistance

from the China Survey Station staff, we converted

forms and checklists into digital online formats at

that time.

Once, one of my Chinese colleagues asked as to,

how I survived on vegetarian food, I used to give

the example of elephants, which eat only grass but

are much stronger animals. Personally, being a

vegetarian and not knowing language, was a

major challenge.

TOC: What is your message to the employees of

IRClass? How should they lead their personal life

and profession life? Please give them some tips !

C.S: Always remember that technology is changing

the way we live, interact and work, Maritime sector is

no different. We need to be open to adopt and drive

new technologies and innovations. Both, at personal

and professional levels, if we are not in sync, we will

be left out. Further, always discharge your duties

with integrity, identify and pursue your goals, this will

take you to greater heights.

TOC: What according to you is the role of

employees in ensuring the progress and success of

the organization? What do you expect from

them?

C.S: Employees are our greatest asset as it is through

them that IRClass conveys its character and

commitment to the world. And we are a team just

like the organs in a human body. Each one of us

needs to work towards the goals set out by the

organization to achieve excellence in our services to

the maritime community. We should continuously

learn, evolve, upgrade and innovate to make IRClass

“The Class by Choice”.

TOC: How do you think IRClass has faired through

these 40 years?

C.S: IRClass was formed in the year 1975 with a small

office in SCI (Shipping Corporation of India)

premises. To start with, we had taken a loan from

shipowners through INSA (Indian National

Shipowners Association) which we paid back within

2 – 3 years’ time. We have sustained through

rendering our services to the entire satisfaction of

our customers, although we met with some

skepticism.

We have faced many challenging phases in the last

40 years but have made steady progress . In the year

1991, we became an associate member of IACS and

later in 2010 we got the full membership from IACS.

[International Association of Classification Societies].

Today, our fleet stands at 11.3 million Gross Tons

with more than 1600 vessels, of which about 80%

are single classed.

We have 27 flag recognitions including Panama,

Marshall Island, Liberia, Bahamas etc. and our port

state control record is excellent for the last 5 years

i.e. nil RO related detentions. We are looking

forward to the E.U. recognition which is round the

corner.

I wish that we will continue to progress in this

fashion to reach greater heights.

We interact with all stakeholders including

administrations, ship owners, designers, builders

and operators on regular basis. Through these

interactions, we have built their confidence in us.

TOC: Please share with the readers of Touch of Class

the general wisdom and learning in life from your

point of view.

C.S: Please have a balance in the work and social life .You

must have satisfaction in what you are doing. As

long as you are doing your work diligently, you will

be able to overcome any hurdles that come along

your way.

TOC: Thank you Sir, for your time and on behalf of

our team of TOC, we wish you success in all your

future Endeavour.

C.S: Thank you.

Those of us who have had a stint with Indian Navy are

aware of the special Rules that apply to building and

maintaining Naval Ships. For those holding portfolios

purely in merchant shipping know that the

international statutes do not apply to the vessels

owned by Navies across the world. IRClass, in the

recent past, was involved in classification of

non-combatant vessels, including yard crafts (e.g. such

as tugs, ferries, fuel and water barges etc.), ensuring

compliance with the published Rules & Regulations.

Subsequently, these vessels do not maintain class.

Since, there is a considerable increase in the workload

on naval maintenance facilities, due to increase in the

fleet size, Indian Navy has now decided to maintain class

of their yard crafts with IRClass. This will subject the

vessel to periodic surveys and any repair/maintenance

work can be identified at an early stage.

The first ever yard craft to have received our

‘Certificate of Class’ is vessel “Neelam” posted

out of Kochi Naval Base. The certificate was

handed over by then Chairman and Managing

Director (now Executive Chairman) of Indian

Register of Shipping, Mr Arun Sharma on 05

April 2016, at Kochi, to Vice Admiral Girish

Luthra, AVSM VSM, the then Flag Officer

Commanding-in-Chief Southern Naval Command

(presently Flag Officer Commanding-in-Chief

Western Naval Command).

There are about 60-70 yard crafts posted at the

5 key Command Head Quarters of Indian Navy,

namely,Visakhapatnam, Kochi, Mumbai, Karwar

and Port Blair. IRClass is committed to be

associated with Indian Navy in this endeavour

and hopes to further the relationship in future.

Introduction

IR-Hull Rule Scantling Calculation Software

assists users to verify the compliance of ship

designs with the Rules and Regulations for

Construction and Classification of Steel Ships

set forth by Indian Register of Shipping

(IRClass). This software has been developed

indigenously by the Technical Software

Development and Management (TSDM) team

of Indian Register of Shipping.

Need for a Rule Scantling Calculation Software

Verification of compliance of scantlings with

Class Rules is a fundamental part of Ship design

process. Scantling compliance checks are iterative

processes which also aid in optimizing design

requirements of the ship. Digitalization of

scantling rule verification process will help to

expedite the complex and repetitive calculations

involved in the traditional methods followed by

users.

IRClass has taken a step forward to ease out

application of rules for customers by releasing

IR-HULL software to the stakeholders of marine

and ship building industry.

Figure 1 Flowchart representation of framework

Framework of IR-HULL Software

Key Features

• Intuitive modeler

IR-Hull has an intuitive modeler with smart CAD

features. Following are the steps involved in the

modeling of a ship section.

As many of you already know, IRClass is currently

active on two global social media networks:

LinkedIn and Twitter.

Building awareness of IRClass in the international

markets via social media is one of our core focus

points moving ahead, and we are pleased with the

start we have made.

We currently have 2600+ followers on LinkedIn who

actively participate and like, comment and share our

updates to their network. On Twitter, our handle is

@irclass. We currently have 100+ followers. This

number is also growing, and you can help that:

We request all our team members, customers,

associates to follow us and regularly visit IRClass on

LinkedIn and Twitter to stay abreast with the latest

news, updates and events at IRClass. Please feel free

to share, like, tweet and comment on our posts.

We actively encourage good, responsible use of

social media by all to promote and enhance the

growing reputation of IRClass.

If you have any queries regarding IRClass’ social

media presence please drop in a line to us on

bizdev@irclass.org

11

1) Drawing the ship section

2) Assigning dimensions and material properties to the

section

3) Assigning compartment information to structural

members in the model

The software has in-built libraries of standard materials and

stiffener profiles. An option to mirror the symmetric

half-sections with properties is also provided in this intuitive

modeler.

• Panel approach to scantling checks

Panels are the un-stiffened part of the plating between

stiffeners and/or primary supporting members. The detection

of such panels is automated in the application. Based on its

location and compartment information, the application

identifies the rules applicable to each panel and their

associated longitudinal. The minimum required scantlings as

per rules are compared with the designer proposed values.

• Check for longitudinal strength

The section modulus and longitudinal strength assessments

are carried out for all the modeled entities. Deductions to

account for openings are included in the section modulus

assessment. Structural members can be excluded from the

calculations manually, if they do not contribute in

longitudinal strength calculations as per the rules. The

provided sectional property values (moment of inertia and

section modulus at neutral axis) at any transverse section are

compared with the rule minimum requirements.

• Buckling computation

The buckling strength of the members, contributing to the

longitudinal strength and subject to compressive stress, is

assessed in this module. The panels and stiffeners subject to

compressive stresses in various loading conditions are

analyzed for their critical buckling stresses. The critical

buckling stress of every member is compared with the

induced compressive stresses due to sagging and hogging

state of a ship.

• Calculations for transverse elements

Members which are not continuous in the longitudinal

direction, like transverse bulkheads, bottom floors, side

main frames, deck transverses etc., can’t be modeled in the

application. However tools are provided to verify

scantlings of such members by manual input. Other useful

tools like angle property calculator, bottom slamming

assessor and end attachment are also available in the

software.

• Comprehensive reporting module

The software is equipped with a comprehensive reporting

module wherein the summary and detailed reports for all

the analyses performed can be viewed. Summary reports

are useful to quickly view the compliance of structural

members to Class rules. The reports can be exported to

multiple formats such as .xls (Microsoft Excel), .pdf (Adobe

Acrobat), .rpt (Crystal Report).

• Efficient data handling

IR-Hull is designed to be a standalone application. All the

input data, modeling data, output data are stored in a

single file with an extension of “IRClass”.

Conclusion

IR-Hull is a software package which enables users to

digitalize the compliance checks of ship designs against

IRClass Rules. The software is capable of carrying out quick

assessments and can help in optimizing the ship designs. It

provides clarity in interpretation of Class Rules. It

encourages the adoption of technology in Indian shipping

industry.

Figure 2 Screenshot of the software

Mr. C. SriramamurthyChief Operating Officer

Post the Earth Summit in 2012 at Rio, efforts have

been underway all over the world to replace the use of

fossil fuels, linked to climate change, with alternative

sources of energy. The attempt is starting to bear fruit

in Kochi, the economic capital of Kerala.

The State Water Transport Department (SWTD) of

Kochi, Kerala, has placed an order for a 75 PAX solar

powered ferry with M/s NavAlt Solar & Electric Boats,

which is to be designed in technical collaboration with a

French engineering firm Alten. The ferry will be classed

with IRClass. The CEO of M/s. NavAlt Solar & Electric

Boats, Mr. Sandith Thandassery, has shared several

design, feasibility and economic aspects about the ferry.

Undoubtedly, Solar boats are significantly better than

conventional boats because they:

• do not pollute water

• do not release harmful emissions in air

• are very silent and comfortable for passengers

• have low vibrations

• no smell of diesel or petrol

• have lower cost of ownership (high initial cost but

relatively lower operating cost)

The process of solar boat design is different from that

of a conventional boat. So much so that it can be

termed as “solar boat design philosophy.” A successful

solar boat requires two different but critical focus

areas:

• Minimizing required propulsion power

• Optimization of Energy management

Reduction in Propulsion power

The first critical step is to drastically reduce the

propulsion power compared to a conventional boat.

This can be achieved in five ways.

1) Almost always an adopted practice for solar

passenger boat is to make the boat as a multi-hull,

usually catamaran, which ensures a lower

resistance for the same displacement and speed.

This also has higher stability compared to a single

hull vessel. Designing a solar boat as a catamaran

has an added benefit of having larger deck area

for providing solar panels.

2) The propulsion power required by the boat can

also be reduced by lowering the drag of the hull.

This can be achieved by optimizing the hull form

using the latest techniques like computational

fluid dynamics (CFD). The hull shape has to be

optimized for the operational condition

(displacement, draft, trim, speed) so that the

resistance of the boat is minimum. Fore-body and

aft-body shape is optimized to get best results.

3) Another approach to minimizing the propulsion

power is by reducing the weight of the boat. The

greatest contributor to a boat weight is the hull.

Solar boats are almost always built of composite

(FRP, carbon fibre) or aluminum. The

superstructure of the boat is also constructed of

similar lightweight material. Every single item

that goes into the boat is checked to meet two

conditions:

i. Is it necessary; can it be avoided?

ii. Can it be lighter?

4) The propeller design itself is critical to ensure

that power delivered to the propeller is converted

to useful thrust. It usually leads to larger propeller

diameter and optimum rotating speed (RPM),

pitch and area ratio to give the highest efficient

propeller, usually close to 55%.

5) Apart from the above mentioned major factors,

the other minor aspects that affect propulsion

power demand also need to be taken care i.e.

flow to propeller, clearances, shaft bearing,

rudder design, etc.

Once all of the above are incorporated, the

propulsion power needed for a solar passenger boat

compared to a conventional boat becomes half as

compared to the composite boat and less than

one-third of that of a steel boat.

Optimization in Energy management

Motors have to withstand the rugged marine

conditions and continuous usage. For larger systems of

more than 6 kW load, the motors may be 3 phase AC

motors (synchronous or asynchronous). A suitable

controller would vary the speed/power input and

thereby vary the speed of the boat. The shafting also

contains a thrust bearing to protect the motor from

direct axial load and transfer the propeller thrust

efficiently to the hull.

Panel Size and Battery Bank

The other two critical components of a Solar propelled

boat are the panel size and the battery bank, both of

which are dictated by the total power requirement of

the ship through a single day and the average intensity

of sunlight in the region. This shall then need to be

justified with the available area on the boat for

installation of solar panels. Usually the effort is to

maximize this area available since the cost of power

from solar energy is cheaper than its alternative fuel.

A number of factors play up in calculation of average

solar units of a location. The total energy available

during the day from solar panel depends on the

location and weather condition. Locations closer to

equator receives more direct sun rays than those far

away. Further, a bright sunny day generates more solar

units than a cloudy day.

The panel charging time is usually calculated from 8 AM

to 5 PM in summer, in places like Kerala which are closer

to the equator. The rate of charging increases as the sun

peaks at about 1-2 PM. The available energy from the

sun varies with the months of year as well. For

example, in Kerala the average for the month ranges

from 4.68 in June to 6.83 standard sun in March. The

average for the whole year is 5.72. For a cloudy day

these might be close to one-third.

The panel size thus arrived should not only cater to the

propulsion system, but also charge the battery bank

for use up to 6 to 10 hours. Therefore, to arrive at a

panel size, we can take “propulsion load + Battery

Power”. The depth of discharge allowed for a longer

life of battery depends on the type of battery which

will in turn drive the battery bank size. For example,

lithium batteries can be discharged by 80% compared

to 50% for lead-acid batteries. At this depth of

discharge, lithium batteries have a life of 2500 cycles

compared to 500 for lead acid batteries.

The system of battery, battery management system

(BMS), motor controller and motors together are

called as powertrain. Unlike cruise boat that runs for

only 3 to 4 hours a day, ferries need to run for 6 to 10

hours a day. This means the powertrain installed needs

to be of higher reliability, ruggedness and efficiency.

Usually, therefore, lithium based batteries (iron

magnesium phosphate being safer) are preferred for

such systems. Additional safety features usually include

independent auto-bilge pump in all compartments.

Economic Analysis

Almost always a common question that is asked is

whether the solar boat is worth the expense? Well!

The designers are highly affirmative about it. Large

solar ferries are usually four times costlier than a

conventional single hull steel ferry. However, if one

raises the ergonomics and safety standards (built

under classification society) of the conventional boat

to that of solar ferries the ratio is close to 1.5.

The consumables cost (fuel and lubes) is usually

INR 20-25 lakhs for a large conventional ferry

compared to zero for solar ferries. Diesel engines and

steel hull structure have higher maintenance

compared to electric motors and FRP hull. According

to the designers, the total operating costs of a

conventional ferry comes to about INR 25-30 lakhs

per year. If one adds the carbon credit, government

subsidy, and then do an economic analysis, the

break-even period of a solar ferry is as low as two

years.

The design has fetched NavAlt several accolades from

the media as well as other agencies.

The details of the ferry being built at Kochi

The vessel is a GRP catamaran solar-powered

passenger ferry with passenger capacity of 75 pax.

Intended for operation in the Vaikom-Thavanakadavu

route in Kerala.

Main Particulars:

Type: Catamaran

Length OA: 20.00 m

Breadth OA: 7.00 m (w/o fender)

Breadth (demi-hull):1.50 m

Depth moulded: 1.60 m

Draft: 0.80m

Trial speed: 5.5 knots in deep water

Prime Mover: 2 X 20 KW electric motors

Propulsion: 2 nos. Ni-Al-Bronze FPP

The electric propulsion motors to be powered by

solar panels mounted on the coach roof and by the

standby battery bank located in each demi hull.

Mr. C. Sriramamurthy, Chief Operating Officer of

IRClass, is an inspiration to all in the maritime

industry in general and IRClass in particular. He hails

from a humble background and with his simplicity,

modesty, warm smile and clear vision, he has

successfully nurtured and transformed IRClass into

an internationally well respected organization.

On the occasion of his superannuation, Mr. Sriramamurthy

spoke to Touch of Class – our in-house magazine.

Touch of Class (TOC): Good Morning Mr. C.

Sriramamurthy. Thank you for your time today.

You have been associated with IRClass for a long

time and have been part of the growth story of the

organization. Can you share with us when, how and

why did you join IRClass?

Mr. C. Sriramamurthy (CS): I joined IRClass in March

1989. Prior to joining here, I started my career in

Mogul line LTD and rose to the rank of Chief

Engineer.In 198,2. at the time of taking over vessel

“MV Lok Maheshwari” as a chief engineer in

Hindustan Shipyard, I met Mr Madhok, then

Surveyor-in-Charge of Vizag Survey Station, for the

first time. This initiated my interest in the works of

Classification Society. As technical persons, we often

come across instances where we needed advice from

Class Surveyors. I was impressed by the knowledge

and problem solving ability surveyors

had and so was mot ivated to jo in IRC las s .

I had many subsequent positive interactions with

IRClass which then encouraged me to approach

Mr. Madhok for a position in the organization.

Furtunately for me, there was a vacancy and I was

recruited as an Engineer Surveyor in March 1989.

TOC: How many years have you invested in IRClass

and how was your career journey? Please tell us

about your various postings?

CS: In March 1989, I joined IRClass Vizag and I was

there for a long time; rising from Surveyor to

Sr.Surveyor, then as Surveyor-In-Charge of Vizag

Survey Station.

As the organization grew, I was given many new

assignments and had executed all to the best of my

abilities. I recall one of the toughest times was in

year 2000 when the organization assigned me the

responsibility to open an office in China, which was

booming with new constructions and ship repairs.

My only contacts in China were a handful of shipyard

personnel in Qingdao and the management wanted

a set up the office in Shanghai.

So I started inquiring with my known sources and one

of them asked me “Why do you want to open an office

in Shanghai where the cost of living is very high and

with hardly any shipyards? Why don’t you open an

office in Qingdao where connectivity is much better?” .

Now this prompted me to find out more about

Qingdao – going through the past three years’

analysis of shipyards, vessels coming for repairs etc.

The percentage of ships seen in Shanghai were

negligible compared with Qingdao. So I suggested

to the Management that Qingdao will be much

better choice for the time being over Shanghai, and

this was readily accepted.

Things started moving very fast from that point, I

had to move to China on very short notice leaving

behind my family and a daughter studying in 11st

standard [which is a critical stage in schooling

period]. I was posted there for 3 years.

I returned to Vizag in year 2004 after successfully

establishing IRClass office in Qingdao. In 2007, I took

up the responsibility as Surveyor-In-Charge of

Mumbai Survey Station and from 2008 as HOD

Classification. Subsequently, I became the Divisional

Head of Ships in Service department and then took

over as Chief Operating Officer in September 2012.

TOC: Please tell us how your family has supported

you in your journey with IRClass and how did all of

you find your association with IRClass?

CS: My family has supported me throughout my

journey in IRClass. When I took up the job at IRClass,

I told my wife very clearly that the pay is much lower

as compared to seafaring roles, since I’ll be onshore.

Also, during my tenure in China, she managed our

home and children in spite of being alone for three

years. There is no doubt that my family has provided

unwavering support to me and has never

complained in any manner.

TOC: Please tell us about the different stages of

your career in IRClass and the challenges, you faced

over the years?

C.S: Challenges are a part and parcel of professional

life. Initially when I started my career, IRClass was

proposing owners to dual class existing ships,

which prompted owners to ask questions like, “We

already have one classification society; why should

we dual class the vessels? ”.

Few owners/operators were not too receptive and

at times we were told to wait outside till the

master finishes his work. But by and large, IRClass

received enthusiastic response from all the

stakeholders without which our growth would not

have been possible.

During the time, I was in China, there were many

technological advances taking place, which paved

the way for the Electronic Era. With the assistance

from the China Survey Station staff, we converted

forms and checklists into digital online formats at

that time.

Once, one of my Chinese colleagues asked as to,

how I survived on vegetarian food, I used to give

the example of elephants, which eat only grass but

are much stronger animals. Personally, being a

vegetarian and not knowing language, was a

major challenge.

TOC: What is your message to the employees of

IRClass? How should they lead their personal life

and profession life? Please give them some tips !

C.S: Always remember that technology is changing

the way we live, interact and work, Maritime sector is

no different. We need to be open to adopt and drive

new technologies and innovations. Both, at personal

and professional levels, if we are not in sync, we will

be left out. Further, always discharge your duties

with integrity, identify and pursue your goals, this will

take you to greater heights.

TOC: What according to you is the role of

employees in ensuring the progress and success of

the organization? What do you expect from

them?

C.S: Employees are our greatest asset as it is through

them that IRClass conveys its character and

commitment to the world. And we are a team just

like the organs in a human body. Each one of us

needs to work towards the goals set out by the

organization to achieve excellence in our services to

the maritime community. We should continuously

learn, evolve, upgrade and innovate to make IRClass

“The Class by Choice”.

TOC: How do you think IRClass has faired through

these 40 years?

C.S: IRClass was formed in the year 1975 with a small

office in SCI (Shipping Corporation of India)

premises. To start with, we had taken a loan from

shipowners through INSA (Indian National

Shipowners Association) which we paid back within

2 – 3 years’ time. We have sustained through

rendering our services to the entire satisfaction of

our customers, although we met with some

skepticism.

We have faced many challenging phases in the last

40 years but have made steady progress . In the year

1991, we became an associate member of IACS and

later in 2010 we got the full membership from IACS.

[International Association of Classification Societies].

Today, our fleet stands at 11.3 million Gross Tons

with more than 1600 vessels, of which about 80%

are single classed.

We have 27 flag recognitions including Panama,

Marshall Island, Liberia, Bahamas etc. and our port

state control record is excellent for the last 5 years

i.e. nil RO related detentions. We are looking

forward to the E.U. recognition which is round the

corner.

I wish that we will continue to progress in this

fashion to reach greater heights.

We interact with all stakeholders including

administrations, ship owners, designers, builders

and operators on regular basis. Through these

interactions, we have built their confidence in us.

TOC: Please share with the readers of Touch of Class

the general wisdom and learning in life from your

point of view.

C.S: Please have a balance in the work and social life .You

must have satisfaction in what you are doing. As

long as you are doing your work diligently, you will

be able to overcome any hurdles that come along

your way.

TOC: Thank you Sir, for your time and on behalf of

our team of TOC, we wish you success in all your

future Endeavour.

C.S: Thank you.

Those of us who have had a stint with Indian Navy are

aware of the special Rules that apply to building and

maintaining Naval Ships. For those holding portfolios

purely in merchant shipping know that the

international statutes do not apply to the vessels

owned by Navies across the world. IRClass, in the

recent past, was involved in classification of

non-combatant vessels, including yard crafts (e.g. such

as tugs, ferries, fuel and water barges etc.), ensuring

compliance with the published Rules & Regulations.

Subsequently, these vessels do not maintain class.

Since, there is a considerable increase in the workload

on naval maintenance facilities, due to increase in the

fleet size, Indian Navy has now decided to maintain class

of their yard crafts with IRClass. This will subject the

vessel to periodic surveys and any repair/maintenance

work can be identified at an early stage.

The first ever yard craft to have received our

‘Certificate of Class’ is vessel “Neelam” posted

out of Kochi Naval Base. The certificate was

handed over by then Chairman and Managing

Director (now Executive Chairman) of Indian

Register of Shipping, Mr Arun Sharma on 05

April 2016, at Kochi, to Vice Admiral Girish

Luthra, AVSM VSM, the then Flag Officer

Commanding-in-Chief Southern Naval Command

(presently Flag Officer Commanding-in-Chief

Western Naval Command).

There are about 60-70 yard crafts posted at the

5 key Command Head Quarters of Indian Navy,

namely,Visakhapatnam, Kochi, Mumbai, Karwar

and Port Blair. IRClass is committed to be

associated with Indian Navy in this endeavour

and hopes to further the relationship in future.

Introduction

IR-Hull Rule Scantling Calculation Software

assists users to verify the compliance of ship

designs with the Rules and Regulations for

Construction and Classification of Steel Ships

set forth by Indian Register of Shipping

(IRClass). This software has been developed

indigenously by the Technical Software

Development and Management (TSDM) team

of Indian Register of Shipping.

Need for a Rule Scantling Calculation Software

Verification of compliance of scantlings with

Class Rules is a fundamental part of Ship design

process. Scantling compliance checks are iterative

processes which also aid in optimizing design

requirements of the ship. Digitalization of

scantling rule verification process will help to

expedite the complex and repetitive calculations

involved in the traditional methods followed by

users.

IRClass has taken a step forward to ease out

application of rules for customers by releasing

IR-HULL software to the stakeholders of marine

and ship building industry.

Figure 1 Flowchart representation of framework

Framework of IR-HULL Software

Key Features

• Intuitive modeler

IR-Hull has an intuitive modeler with smart CAD

features. Following are the steps involved in the

modeling of a ship section.

As many of you already know, IRClass is currently

active on two global social media networks:

LinkedIn and Twitter.

Building awareness of IRClass in the international

markets via social media is one of our core focus

points moving ahead, and we are pleased with the

start we have made.

We currently have 2600+ followers on LinkedIn who

actively participate and like, comment and share our

updates to their network. On Twitter, our handle is

@irclass. We currently have 100+ followers. This

number is also growing, and you can help that:

We request all our team members, customers,

associates to follow us and regularly visit IRClass on

LinkedIn and Twitter to stay abreast with the latest

news, updates and events at IRClass. Please feel free

to share, like, tweet and comment on our posts.

We actively encourage good, responsible use of

social media by all to promote and enhance the

growing reputation of IRClass.

If you have any queries regarding IRClass’ social

media presence please drop in a line to us on

bizdev@irclass.org

11

1) Drawing the ship section

2) Assigning dimensions and material properties to the

section

3) Assigning compartment information to structural

members in the model

The software has in-built libraries of standard materials and

stiffener profiles. An option to mirror the symmetric

half-sections with properties is also provided in this intuitive

modeler.

• Panel approach to scantling checks

Panels are the un-stiffened part of the plating between

stiffeners and/or primary supporting members. The detection

of such panels is automated in the application. Based on its

location and compartment information, the application

identifies the rules applicable to each panel and their

associated longitudinal. The minimum required scantlings as

per rules are compared with the designer proposed values.

• Check for longitudinal strength

The section modulus and longitudinal strength assessments

are carried out for all the modeled entities. Deductions to

account for openings are included in the section modulus

assessment. Structural members can be excluded from the

calculations manually, if they do not contribute in

longitudinal strength calculations as per the rules. The

provided sectional property values (moment of inertia and

section modulus at neutral axis) at any transverse section are

compared with the rule minimum requirements.

• Buckling computation

The buckling strength of the members, contributing to the

longitudinal strength and subject to compressive stress, is

assessed in this module. The panels and stiffeners subject to

compressive stresses in various loading conditions are

analyzed for their critical buckling stresses. The critical

buckling stress of every member is compared with the

induced compressive stresses due to sagging and hogging

state of a ship.

• Calculations for transverse elements

Members which are not continuous in the longitudinal

direction, like transverse bulkheads, bottom floors, side

main frames, deck transverses etc., can’t be modeled in the

application. However tools are provided to verify

scantlings of such members by manual input. Other useful

tools like angle property calculator, bottom slamming

assessor and end attachment are also available in the

software.

• Comprehensive reporting module

The software is equipped with a comprehensive reporting

module wherein the summary and detailed reports for all

the analyses performed can be viewed. Summary reports

are useful to quickly view the compliance of structural

members to Class rules. The reports can be exported to

multiple formats such as .xls (Microsoft Excel), .pdf (Adobe

Acrobat), .rpt (Crystal Report).

• Efficient data handling

IR-Hull is designed to be a standalone application. All the

input data, modeling data, output data are stored in a

single file with an extension of “IRClass”.

Conclusion

IR-Hull is a software package which enables users to

digitalize the compliance checks of ship designs against

IRClass Rules. The software is capable of carrying out quick

assessments and can help in optimizing the ship designs. It

provides clarity in interpretation of Class Rules. It

encourages the adoption of technology in Indian shipping

industry.

Figure 2 Screenshot of the software

Post the Earth Summit in 2012 at Rio, efforts have

been underway all over the world to replace the use of

fossil fuels, linked to climate change, with alternative

sources of energy. The attempt is starting to bear fruit

in Kochi, the economic capital of Kerala.

The State Water Transport Department (SWTD) of

Kochi, Kerala, has placed an order for a 75 PAX solar

powered ferry with M/s NavAlt Solar & Electric Boats,

which is to be designed in technical collaboration with a

French engineering firm Alten. The ferry will be classed

with IRClass. The CEO of M/s. NavAlt Solar & Electric

Boats, Mr. Sandith Thandassery, has shared several

design, feasibility and economic aspects about the ferry.

Undoubtedly, Solar boats are significantly better than

conventional boats because they:

• do not pollute water

• do not release harmful emissions in air

• are very silent and comfortable for passengers

• have low vibrations

• no smell of diesel or petrol

• have lower cost of ownership (high initial cost but

relatively lower operating cost)

The process of solar boat design is different from that

of a conventional boat. So much so that it can be

termed as “solar boat design philosophy.” A successful

solar boat requires two different but critical focus

areas:

• Minimizing required propulsion power

• Optimization of Energy management

Reduction in Propulsion power

The first critical step is to drastically reduce the

propulsion power compared to a conventional boat.

This can be achieved in five ways.

1) Almost always an adopted practice for solar

passenger boat is to make the boat as a multi-hull,

usually catamaran, which ensures a lower

resistance for the same displacement and speed.

This also has higher stability compared to a single

hull vessel. Designing a solar boat as a catamaran

has an added benefit of having larger deck area

for providing solar panels.

2) The propulsion power required by the boat can

also be reduced by lowering the drag of the hull.

This can be achieved by optimizing the hull form

using the latest techniques like computational

fluid dynamics (CFD). The hull shape has to be

optimized for the operational condition

(displacement, draft, trim, speed) so that the

resistance of the boat is minimum. Fore-body and

aft-body shape is optimized to get best results.

3) Another approach to minimizing the propulsion

power is by reducing the weight of the boat. The

greatest contributor to a boat weight is the hull.

Solar boats are almost always built of composite

(FRP, carbon fibre) or aluminum. The

superstructure of the boat is also constructed of

similar lightweight material. Every single item

that goes into the boat is checked to meet two

conditions:

i. Is it necessary; can it be avoided?

ii. Can it be lighter?

4) The propeller design itself is critical to ensure

that power delivered to the propeller is converted

to useful thrust. It usually leads to larger propeller

diameter and optimum rotating speed (RPM),

pitch and area ratio to give the highest efficient

propeller, usually close to 55%.

5) Apart from the above mentioned major factors,

the other minor aspects that affect propulsion

power demand also need to be taken care i.e.

flow to propeller, clearances, shaft bearing,

rudder design, etc.

Once all of the above are incorporated, the

propulsion power needed for a solar passenger boat

compared to a conventional boat becomes half as

compared to the composite boat and less than

one-third of that of a steel boat.

Optimization in Energy management

Motors have to withstand the rugged marine

conditions and continuous usage. For larger systems of

more than 6 kW load, the motors may be 3 phase AC

motors (synchronous or asynchronous). A suitable

controller would vary the speed/power input and

thereby vary the speed of the boat. The shafting also

contains a thrust bearing to protect the motor from

direct axial load and transfer the propeller thrust

efficiently to the hull.

Panel Size and Battery Bank

The other two critical components of a Solar propelled

boat are the panel size and the battery bank, both of

which are dictated by the total power requirement of

the ship through a single day and the average intensity

of sunlight in the region. This shall then need to be

justified with the available area on the boat for

installation of solar panels. Usually the effort is to

maximize this area available since the cost of power

from solar energy is cheaper than its alternative fuel.

A number of factors play up in calculation of average

solar units of a location. The total energy available

during the day from solar panel depends on the

location and weather condition. Locations closer to

equator receives more direct sun rays than those far

away. Further, a bright sunny day generates more solar

units than a cloudy day.

The panel charging time is usually calculated from 8 AM

to 5 PM in summer, in places like Kerala which are closer

to the equator. The rate of charging increases as the sun

peaks at about 1-2 PM. The available energy from the

sun varies with the months of year as well. For

example, in Kerala the average for the month ranges

from 4.68 in June to 6.83 standard sun in March. The

average for the whole year is 5.72. For a cloudy day

these might be close to one-third.

The panel size thus arrived should not only cater to the

propulsion system, but also charge the battery bank

for use up to 6 to 10 hours. Therefore, to arrive at a

panel size, we can take “propulsion load + Battery

Power”. The depth of discharge allowed for a longer

life of battery depends on the type of battery which

will in turn drive the battery bank size. For example,

lithium batteries can be discharged by 80% compared

to 50% for lead-acid batteries. At this depth of

discharge, lithium batteries have a life of 2500 cycles

compared to 500 for lead acid batteries.

The system of battery, battery management system

(BMS), motor controller and motors together are

called as powertrain. Unlike cruise boat that runs for

only 3 to 4 hours a day, ferries need to run for 6 to 10

hours a day. This means the powertrain installed needs

to be of higher reliability, ruggedness and efficiency.

Usually, therefore, lithium based batteries (iron

magnesium phosphate being safer) are preferred for

such systems. Additional safety features usually include

independent auto-bilge pump in all compartments.

Economic Analysis

Almost always a common question that is asked is

whether the solar boat is worth the expense? Well!

The designers are highly affirmative about it. Large

solar ferries are usually four times costlier than a

conventional single hull steel ferry. However, if one

raises the ergonomics and safety standards (built

under classification society) of the conventional boat

to that of solar ferries the ratio is close to 1.5.

The consumables cost (fuel and lubes) is usually

INR 20-25 lakhs for a large conventional ferry

compared to zero for solar ferries. Diesel engines and

steel hull structure have higher maintenance

compared to electric motors and FRP hull. According

to the designers, the total operating costs of a

conventional ferry comes to about INR 25-30 lakhs

per year. If one adds the carbon credit, government

subsidy, and then do an economic analysis, the

break-even period of a solar ferry is as low as two

years.

The design has fetched NavAlt several accolades from

the media as well as other agencies.

The details of the ferry being built at Kochi

The vessel is a GRP catamaran solar-powered

passenger ferry with passenger capacity of 75 pax.

Intended for operation in the Vaikom-Thavanakadavu

route in Kerala.

Main Particulars:

Type: Catamaran

Length OA: 20.00 m

Breadth OA: 7.00 m (w/o fender)

Breadth (demi-hull):1.50 m

Depth moulded: 1.60 m

Draft: 0.80m

Trial speed: 5.5 knots in deep water

Prime Mover: 2 X 20 KW electric motors

Propulsion: 2 nos. Ni-Al-Bronze FPP

The electric propulsion motors to be powered by

solar panels mounted on the coach roof and by the

standby battery bank located in each demi hull.

Mr. C. Sriramamurthy, Chief Operating Officer of

IRClass, is an inspiration to all in the maritime

industry in general and IRClass in particular. He hails

from a humble background and with his simplicity,

modesty, warm smile and clear vision, he has

successfully nurtured and transformed IRClass into

an internationally well respected organization.

On the occasion of his superannuation, Mr. Sriramamurthy

spoke to Touch of Class – our in-house magazine.

Touch of Class (TOC): Good Morning Mr. C.

Sriramamurthy. Thank you for your time today.

You have been associated with IRClass for a long

time and have been part of the growth story of the

organization. Can you share with us when, how and

why did you join IRClass?

Mr. C. Sriramamurthy (CS): I joined IRClass in March

1989. Prior to joining here, I started my career in

Mogul line LTD and rose to the rank of Chief

Engineer.In 198,2. at the time of taking over vessel

“MV Lok Maheshwari” as a chief engineer in

Hindustan Shipyard, I met Mr Madhok, then

Surveyor-in-Charge of Vizag Survey Station, for the

first time. This initiated my interest in the works of

Classification Society. As technical persons, we often

come across instances where we needed advice from

Class Surveyors. I was impressed by the knowledge

and problem solving ability surveyors

had and so was mot ivated to jo in IRC las s .

I had many subsequent positive interactions with

IRClass which then encouraged me to approach

Mr. Madhok for a position in the organization.

Furtunately for me, there was a vacancy and I was

recruited as an Engineer Surveyor in March 1989.

TOC: How many years have you invested in IRClass

and how was your career journey? Please tell us

about your various postings?

CS: In March 1989, I joined IRClass Vizag and I was

there for a long time; rising from Surveyor to

Sr.Surveyor, then as Surveyor-In-Charge of Vizag

Survey Station.

As the organization grew, I was given many new

assignments and had executed all to the best of my

abilities. I recall one of the toughest times was in

year 2000 when the organization assigned me the

responsibility to open an office in China, which was

booming with new constructions and ship repairs.

My only contacts in China were a handful of shipyard

personnel in Qingdao and the management wanted

a set up the office in Shanghai.

So I started inquiring with my known sources and one

of them asked me “Why do you want to open an office

in Shanghai where the cost of living is very high and

with hardly any shipyards? Why don’t you open an

office in Qingdao where connectivity is much better?” .

Now this prompted me to find out more about

Qingdao – going through the past three years’

analysis of shipyards, vessels coming for repairs etc.

The percentage of ships seen in Shanghai were

negligible compared with Qingdao. So I suggested

to the Management that Qingdao will be much

better choice for the time being over Shanghai, and

this was readily accepted.

Things started moving very fast from that point, I

had to move to China on very short notice leaving

behind my family and a daughter studying in 11st

standard [which is a critical stage in schooling

period]. I was posted there for 3 years.

I returned to Vizag in year 2004 after successfully

establishing IRClass office in Qingdao. In 2007, I took

up the responsibility as Surveyor-In-Charge of

Mumbai Survey Station and from 2008 as HOD

Classification. Subsequently, I became the Divisional

Head of Ships in Service department and then took

over as Chief Operating Officer in September 2012.

TOC: Please tell us how your family has supported

you in your journey with IRClass and how did all of

you find your association with IRClass?

CS: My family has supported me throughout my

journey in IRClass. When I took up the job at IRClass,

I told my wife very clearly that the pay is much lower

as compared to seafaring roles, since I’ll be onshore.

Also, during my tenure in China, she managed our

home and children in spite of being alone for three

years. There is no doubt that my family has provided

unwavering support to me and has never

complained in any manner.

TOC: Please tell us about the different stages of

your career in IRClass and the challenges, you faced

over the years?

C.S: Challenges are a part and parcel of professional

life. Initially when I started my career, IRClass was

proposing owners to dual class existing ships,

which prompted owners to ask questions like, “We

already have one classification society; why should

we dual class the vessels? ”.

Few owners/operators were not too receptive and

at times we were told to wait outside till the

master finishes his work. But by and large, IRClass

received enthusiastic response from all the

stakeholders without which our growth would not

have been possible.

During the time, I was in China, there were many

technological advances taking place, which paved

the way for the Electronic Era. With the assistance

from the China Survey Station staff, we converted

forms and checklists into digital online formats at

that time.

Once, one of my Chinese colleagues asked as to,

how I survived on vegetarian food, I used to give

the example of elephants, which eat only grass but

are much stronger animals. Personally, being a

vegetarian and not knowing language, was a

major challenge.

TOC: What is your message to the employees of

IRClass? How should they lead their personal life

and profession life? Please give them some tips !

C.S: Always remember that technology is changing

the way we live, interact and work, Maritime sector is

no different. We need to be open to adopt and drive

new technologies and innovations. Both, at personal

and professional levels, if we are not in sync, we will

be left out. Further, always discharge your duties

with integrity, identify and pursue your goals, this will

take you to greater heights.

TOC: What according to you is the role of

employees in ensuring the progress and success of

the organization? What do you expect from

them?

C.S: Employees are our greatest asset as it is through

them that IRClass conveys its character and

commitment to the world. And we are a team just

like the organs in a human body. Each one of us

needs to work towards the goals set out by the

organization to achieve excellence in our services to

the maritime community. We should continuously

learn, evolve, upgrade and innovate to make IRClass

“The Class by Choice”.

TOC: How do you think IRClass has faired through

these 40 years?

C.S: IRClass was formed in the year 1975 with a small

office in SCI (Shipping Corporation of India)

premises. To start with, we had taken a loan from

shipowners through INSA (Indian National

Shipowners Association) which we paid back within

2 – 3 years’ time. We have sustained through

rendering our services to the entire satisfaction of

our customers, although we met with some

skepticism.

We have faced many challenging phases in the last

40 years but have made steady progress . In the year

1991, we became an associate member of IACS and

later in 2010 we got the full membership from IACS.

[International Association of Classification Societies].

Today, our fleet stands at 11.3 million Gross Tons

with more than 1600 vessels, of which about 80%

are single classed.

We have 27 flag recognitions including Panama,

Marshall Island, Liberia, Bahamas etc. and our port

state control record is excellent for the last 5 years

i.e. nil RO related detentions. We are looking

forward to the E.U. recognition which is round the

corner.

I wish that we will continue to progress in this

fashion to reach greater heights.

We interact with all stakeholders including

administrations, ship owners, designers, builders

and operators on regular basis. Through these

interactions, we have built their confidence in us.

TOC: Please share with the readers of Touch of Class

the general wisdom and learning in life from your

point of view.

C.S: Please have a balance in the work and social life .You

must have satisfaction in what you are doing. As

long as you are doing your work diligently, you will

be able to overcome any hurdles that come along

your way.

TOC: Thank you Sir, for your time and on behalf of

our team of TOC, we wish you success in all your

future Endeavour.

C.S: Thank you.

Those of us who have had a stint with Indian Navy are

aware of the special Rules that apply to building and

maintaining Naval Ships. For those holding portfolios

purely in merchant shipping know that the

international statutes do not apply to the vessels

owned by Navies across the world. IRClass, in the

recent past, was involved in classification of

non-combatant vessels, including yard crafts (e.g. such

as tugs, ferries, fuel and water barges etc.), ensuring

compliance with the published Rules & Regulations.

Subsequently, these vessels do not maintain class.

Since, there is a considerable increase in the workload

on naval maintenance facilities, due to increase in the

fleet size, Indian Navy has now decided to maintain class

of their yard crafts with IRClass. This will subject the

vessel to periodic surveys and any repair/maintenance

work can be identified at an early stage.

The first ever yard craft to have received our

‘Certificate of Class’ is vessel “Neelam” posted

out of Kochi Naval Base. The certificate was

handed over by then Chairman and Managing

Director (now Executive Chairman) of Indian

Register of Shipping, Mr Arun Sharma on 05

April 2016, at Kochi, to Vice Admiral Girish

Luthra, AVSM VSM, the then Flag Officer

Commanding-in-Chief Southern Naval Command

(presently Flag Officer Commanding-in-Chief

Western Naval Command).

There are about 60-70 yard crafts posted at the

5 key Command Head Quarters of Indian Navy,

namely,Visakhapatnam, Kochi, Mumbai, Karwar

and Port Blair. IRClass is committed to be

associated with Indian Navy in this endeavour

and hopes to further the relationship in future.

Introduction

IR-Hull Rule Scantling Calculation Software

assists users to verify the compliance of ship

designs with the Rules and Regulations for

Construction and Classification of Steel Ships

set forth by Indian Register of Shipping

(IRClass). This software has been developed

indigenously by the Technical Software

Development and Management (TSDM) team

of Indian Register of Shipping.

Need for a Rule Scantling Calculation Software

Verification of compliance of scantlings with

Class Rules is a fundamental part of Ship design

process. Scantling compliance checks are iterative

processes which also aid in optimizing design

requirements of the ship. Digitalization of

scantling rule verification process will help to

expedite the complex and repetitive calculations

involved in the traditional methods followed by

users.

IRClass has taken a step forward to ease out

application of rules for customers by releasing

IR-HULL software to the stakeholders of marine

and ship building industry.

Figure 1 Flowchart representation of framework

Framework of IR-HULL Software

Key Features

• Intuitive modeler

IR-Hull has an intuitive modeler with smart CAD

features. Following are the steps involved in the

modeling of a ship section.

As many of you already know, IRClass is currently

active on two global social media networks:

LinkedIn and Twitter.

Building awareness of IRClass in the international

markets via social media is one of our core focus

points moving ahead, and we are pleased with the

start we have made.

We currently have 2600+ followers on LinkedIn who

actively participate and like, comment and share our

updates to their network. On Twitter, our handle is

@irclass. We currently have 100+ followers. This

number is also growing, and you can help that:

We request all our team members, customers,

associates to follow us and regularly visit IRClass on

LinkedIn and Twitter to stay abreast with the latest

news, updates and events at IRClass. Please feel free

to share, like, tweet and comment on our posts.

We actively encourage good, responsible use of

social media by all to promote and enhance the

growing reputation of IRClass.

If you have any queries regarding IRClass’ social

media presence please drop in a line to us on

bizdev@irclass.org

12

1) Drawing the ship section

2) Assigning dimensions and material properties to the

section

3) Assigning compartment information to structural

members in the model

The software has in-built libraries of standard materials and

stiffener profiles. An option to mirror the symmetric

half-sections with properties is also provided in this intuitive

modeler.

• Panel approach to scantling checks

Panels are the un-stiffened part of the plating between

stiffeners and/or primary supporting members. The detection

of such panels is automated in the application. Based on its

location and compartment information, the application

identifies the rules applicable to each panel and their

associated longitudinal. The minimum required scantlings as

per rules are compared with the designer proposed values.

• Check for longitudinal strength

The section modulus and longitudinal strength assessments

are carried out for all the modeled entities. Deductions to

account for openings are included in the section modulus

assessment. Structural members can be excluded from the

calculations manually, if they do not contribute in

longitudinal strength calculations as per the rules. The

provided sectional property values (moment of inertia and

section modulus at neutral axis) at any transverse section are

compared with the rule minimum requirements.

• Buckling computation

The buckling strength of the members, contributing to the

longitudinal strength and subject to compressive stress, is

assessed in this module. The panels and stiffeners subject to

compressive stresses in various loading conditions are

analyzed for their critical buckling stresses. The critical

buckling stress of every member is compared with the

induced compressive stresses due to sagging and hogging

state of a ship.

• Calculations for transverse elements

Members which are not continuous in the longitudinal

direction, like transverse bulkheads, bottom floors, side

main frames, deck transverses etc., can’t be modeled in the

application. However tools are provided to verify

scantlings of such members by manual input. Other useful

tools like angle property calculator, bottom slamming

assessor and end attachment are also available in the

software.

• Comprehensive reporting module

The software is equipped with a comprehensive reporting

module wherein the summary and detailed reports for all

the analyses performed can be viewed. Summary reports

are useful to quickly view the compliance of structural

members to Class rules. The reports can be exported to

multiple formats such as .xls (Microsoft Excel), .pdf (Adobe

Acrobat), .rpt (Crystal Report).

• Efficient data handling

IR-Hull is designed to be a standalone application. All the

input data, modeling data, output data are stored in a

single file with an extension of “IRClass”.

Conclusion

IR-Hull is a software package which enables users to

digitalize the compliance checks of ship designs against

IRClass Rules. The software is capable of carrying out quick

assessments and can help in optimizing the ship designs. It

provides clarity in interpretation of Class Rules. It

encourages the adoption of technology in Indian shipping

industry.

Figure 2 Screenshot of the software

Post the Earth Summit in 2012 at Rio, efforts have

been underway all over the world to replace the use of

fossil fuels, linked to climate change, with alternative

sources of energy. The attempt is starting to bear fruit

in Kochi, the economic capital of Kerala.

The State Water Transport Department (SWTD) of

Kochi, Kerala, has placed an order for a 75 PAX solar

powered ferry with M/s NavAlt Solar & Electric Boats,

which is to be designed in technical collaboration with a

French engineering firm Alten. The ferry will be classed

with IRClass. The CEO of M/s. NavAlt Solar & Electric

Boats, Mr. Sandith Thandassery, has shared several

design, feasibility and economic aspects about the ferry.

Undoubtedly, Solar boats are significantly better than

conventional boats because they:

• do not pollute water

• do not release harmful emissions in air

• are very silent and comfortable for passengers

• have low vibrations

• no smell of diesel or petrol

• have lower cost of ownership (high initial cost but

relatively lower operating cost)

The process of solar boat design is different from that

of a conventional boat. So much so that it can be

termed as “solar boat design philosophy.” A successful

solar boat requires two different but critical focus

areas:

• Minimizing required propulsion power

• Optimization of Energy management

Reduction in Propulsion power

The first critical step is to drastically reduce the

propulsion power compared to a conventional boat.

This can be achieved in five ways.

1) Almost always an adopted practice for solar

passenger boat is to make the boat as a multi-hull,

usually catamaran, which ensures a lower

resistance for the same displacement and speed.

This also has higher stability compared to a single

hull vessel. Designing a solar boat as a catamaran

has an added benefit of having larger deck area

for providing solar panels.

2) The propulsion power required by the boat can

also be reduced by lowering the drag of the hull.

This can be achieved by optimizing the hull form

using the latest techniques like computational

fluid dynamics (CFD). The hull shape has to be

optimized for the operational condition

(displacement, draft, trim, speed) so that the

resistance of the boat is minimum. Fore-body and

aft-body shape is optimized to get best results.

3) Another approach to minimizing the propulsion

power is by reducing the weight of the boat. The

greatest contributor to a boat weight is the hull.

Solar boats are almost always built of composite

(FRP, carbon fibre) or aluminum. The

superstructure of the boat is also constructed of

similar lightweight material. Every single item

that goes into the boat is checked to meet two

conditions:

i. Is it necessary; can it be avoided?

ii. Can it be lighter?

4) The propeller design itself is critical to ensure

that power delivered to the propeller is converted

to useful thrust. It usually leads to larger propeller

diameter and optimum rotating speed (RPM),

pitch and area ratio to give the highest efficient

propeller, usually close to 55%.

5) Apart from the above mentioned major factors,

the other minor aspects that affect propulsion

power demand also need to be taken care i.e.

flow to propeller, clearances, shaft bearing,

rudder design, etc.

Once all of the above are incorporated, the

propulsion power needed for a solar passenger boat

compared to a conventional boat becomes half as

compared to the composite boat and less than

one-third of that of a steel boat.

Optimization in Energy management

Motors have to withstand the rugged marine

conditions and continuous usage. For larger systems of

more than 6 kW load, the motors may be 3 phase AC

motors (synchronous or asynchronous). A suitable

controller would vary the speed/power input and

thereby vary the speed of the boat. The shafting also

contains a thrust bearing to protect the motor from

direct axial load and transfer the propeller thrust

efficiently to the hull.

Panel Size and Battery Bank

The other two critical components of a Solar propelled

boat are the panel size and the battery bank, both of

which are dictated by the total power requirement of

the ship through a single day and the average intensity

of sunlight in the region. This shall then need to be

justified with the available area on the boat for

installation of solar panels. Usually the effort is to

maximize this area available since the cost of power

from solar energy is cheaper than its alternative fuel.

A number of factors play up in calculation of average

solar units of a location. The total energy available

during the day from solar panel depends on the

location and weather condition. Locations closer to

equator receives more direct sun rays than those far

away. Further, a bright sunny day generates more solar

units than a cloudy day.

The panel charging time is usually calculated from 8 AM

to 5 PM in summer, in places like Kerala which are closer

to the equator. The rate of charging increases as the sun

peaks at about 1-2 PM. The available energy from the

sun varies with the months of year as well. For

example, in Kerala the average for the month ranges

from 4.68 in June to 6.83 standard sun in March. The

average for the whole year is 5.72. For a cloudy day

these might be close to one-third.

The panel size thus arrived should not only cater to the

propulsion system, but also charge the battery bank

for use up to 6 to 10 hours. Therefore, to arrive at a

panel size, we can take “propulsion load + Battery

Power”. The depth of discharge allowed for a longer

life of battery depends on the type of battery which

will in turn drive the battery bank size. For example,

lithium batteries can be discharged by 80% compared

to 50% for lead-acid batteries. At this depth of

discharge, lithium batteries have a life of 2500 cycles

compared to 500 for lead acid batteries.

The system of battery, battery management system

(BMS), motor controller and motors together are

called as powertrain. Unlike cruise boat that runs for

only 3 to 4 hours a day, ferries need to run for 6 to 10

hours a day. This means the powertrain installed needs

to be of higher reliability, ruggedness and efficiency.

Usually, therefore, lithium based batteries (iron

magnesium phosphate being safer) are preferred for

such systems. Additional safety features usually include

independent auto-bilge pump in all compartments.

Economic Analysis

Almost always a common question that is asked is

whether the solar boat is worth the expense? Well!

The designers are highly affirmative about it. Large

solar ferries are usually four times costlier than a

conventional single hull steel ferry. However, if one

raises the ergonomics and safety standards (built

under classification society) of the conventional boat

to that of solar ferries the ratio is close to 1.5.

The consumables cost (fuel and lubes) is usually

INR 20-25 lakhs for a large conventional ferry

compared to zero for solar ferries. Diesel engines and

steel hull structure have higher maintenance

compared to electric motors and FRP hull. According

to the designers, the total operating costs of a

conventional ferry comes to about INR 25-30 lakhs

per year. If one adds the carbon credit, government

subsidy, and then do an economic analysis, the

break-even period of a solar ferry is as low as two

years.

The design has fetched NavAlt several accolades from

the media as well as other agencies.

The details of the ferry being built at Kochi

The vessel is a GRP catamaran solar-powered

passenger ferry with passenger capacity of 75 pax.

Intended for operation in the Vaikom-Thavanakadavu

route in Kerala.

Main Particulars:

Type: Catamaran

Length OA: 20.00 m

Breadth OA: 7.00 m (w/o fender)

Breadth (demi-hull):1.50 m

Depth moulded: 1.60 m

Draft: 0.80m

Trial speed: 5.5 knots in deep water

Prime Mover: 2 X 20 KW electric motors

Propulsion: 2 nos. Ni-Al-Bronze FPP

The electric propulsion motors to be powered by

solar panels mounted on the coach roof and by the

standby battery bank located in each demi hull.

Mr. C. Sriramamurthy, Chief Operating Officer of

IRClass, is an inspiration to all in the maritime

industry in general and IRClass in particular. He hails

from a humble background and with his simplicity,

modesty, warm smile and clear vision, he has

successfully nurtured and transformed IRClass into

an internationally well respected organization.

On the occasion of his superannuation, Mr. Sriramamurthy

spoke to Touch of Class – our in-house magazine.

Touch of Class (TOC): Good Morning Mr. C.

Sriramamurthy. Thank you for your time today.

You have been associated with IRClass for a long

time and have been part of the growth story of the

organization. Can you share with us when, how and

why did you join IRClass?

Mr. C. Sriramamurthy (CS): I joined IRClass in March

1989. Prior to joining here, I started my career in

Mogul line LTD and rose to the rank of Chief

Engineer.In 198,2. at the time of taking over vessel

“MV Lok Maheshwari” as a chief engineer in

Hindustan Shipyard, I met Mr Madhok, then

Surveyor-in-Charge of Vizag Survey Station, for the

first time. This initiated my interest in the works of

Classification Society. As technical persons, we often

come across instances where we needed advice from

Class Surveyors. I was impressed by the knowledge

and problem solving ability surveyors

had and so was mot ivated to jo in IRC las s .

I had many subsequent positive interactions with

IRClass which then encouraged me to approach

Mr. Madhok for a position in the organization.

Furtunately for me, there was a vacancy and I was

recruited as an Engineer Surveyor in March 1989.

TOC: How many years have you invested in IRClass

and how was your career journey? Please tell us

about your various postings?

CS: In March 1989, I joined IRClass Vizag and I was

there for a long time; rising from Surveyor to

Sr.Surveyor, then as Surveyor-In-Charge of Vizag

Survey Station.

As the organization grew, I was given many new

assignments and had executed all to the best of my

abilities. I recall one of the toughest times was in

year 2000 when the organization assigned me the

responsibility to open an office in China, which was

booming with new constructions and ship repairs.

My only contacts in China were a handful of shipyard

personnel in Qingdao and the management wanted

a set up the office in Shanghai.

So I started inquiring with my known sources and one

of them asked me “Why do you want to open an office

in Shanghai where the cost of living is very high and

with hardly any shipyards? Why don’t you open an

office in Qingdao where connectivity is much better?” .

Now this prompted me to find out more about

Qingdao – going through the past three years’

analysis of shipyards, vessels coming for repairs etc.

The percentage of ships seen in Shanghai were

negligible compared with Qingdao. So I suggested

to the Management that Qingdao will be much

better choice for the time being over Shanghai, and

this was readily accepted.

Things started moving very fast from that point, I

had to move to China on very short notice leaving

behind my family and a daughter studying in 11st

standard [which is a critical stage in schooling

period]. I was posted there for 3 years.

I returned to Vizag in year 2004 after successfully

establishing IRClass office in Qingdao. In 2007, I took

up the responsibility as Surveyor-In-Charge of

Mumbai Survey Station and from 2008 as HOD

Classification. Subsequently, I became the Divisional

Head of Ships in Service department and then took

over as Chief Operating Officer in September 2012.

TOC: Please tell us how your family has supported

you in your journey with IRClass and how did all of

you find your association with IRClass?

CS: My family has supported me throughout my

journey in IRClass. When I took up the job at IRClass,

I told my wife very clearly that the pay is much lower

as compared to seafaring roles, since I’ll be onshore.

Also, during my tenure in China, she managed our

home and children in spite of being alone for three

years. There is no doubt that my family has provided

unwavering support to me and has never

complained in any manner.

TOC: Please tell us about the different stages of

your career in IRClass and the challenges, you faced

over the years?

C.S: Challenges are a part and parcel of professional

life. Initially when I started my career, IRClass was

proposing owners to dual class existing ships,

which prompted owners to ask questions like, “We

already have one classification society; why should

we dual class the vessels? ”.

Few owners/operators were not too receptive and

at times we were told to wait outside till the

master finishes his work. But by and large, IRClass

received enthusiastic response from all the

stakeholders without which our growth would not

have been possible.

During the time, I was in China, there were many

technological advances taking place, which paved

the way for the Electronic Era. With the assistance

from the China Survey Station staff, we converted

forms and checklists into digital online formats at

that time.

Once, one of my Chinese colleagues asked as to,

how I survived on vegetarian food, I used to give

the example of elephants, which eat only grass but

are much stronger animals. Personally, being a

vegetarian and not knowing language, was a

major challenge.

TOC: What is your message to the employees of

IRClass? How should they lead their personal life

and profession life? Please give them some tips !

C.S: Always remember that technology is changing

the way we live, interact and work, Maritime sector is

no different. We need to be open to adopt and drive

new technologies and innovations. Both, at personal

and professional levels, if we are not in sync, we will

be left out. Further, always discharge your duties

with integrity, identify and pursue your goals, this will

take you to greater heights.

TOC: What according to you is the role of

employees in ensuring the progress and success of

the organization? What do you expect from

them?

C.S: Employees are our greatest asset as it is through

them that IRClass conveys its character and

commitment to the world. And we are a team just

like the organs in a human body. Each one of us

needs to work towards the goals set out by the

organization to achieve excellence in our services to

the maritime community. We should continuously

learn, evolve, upgrade and innovate to make IRClass

“The Class by Choice”.

TOC: How do you think IRClass has faired through

these 40 years?

C.S: IRClass was formed in the year 1975 with a small

office in SCI (Shipping Corporation of India)

premises. To start with, we had taken a loan from

shipowners through INSA (Indian National

Shipowners Association) which we paid back within

2 – 3 years’ time. We have sustained through

rendering our services to the entire satisfaction of

our customers, although we met with some

skepticism.

We have faced many challenging phases in the last

40 years but have made steady progress . In the year

1991, we became an associate member of IACS and

later in 2010 we got the full membership from IACS.

[International Association of Classification Societies].

Today, our fleet stands at 11.3 million Gross Tons

with more than 1600 vessels, of which about 80%

are single classed.

We have 27 flag recognitions including Panama,

Marshall Island, Liberia, Bahamas etc. and our port

state control record is excellent for the last 5 years

i.e. nil RO related detentions. We are looking

forward to the E.U. recognition which is round the

corner.

I wish that we will continue to progress in this

fashion to reach greater heights.

We interact with all stakeholders including

administrations, ship owners, designers, builders

and operators on regular basis. Through these

interactions, we have built their confidence in us.

TOC: Please share with the readers of Touch of Class

the general wisdom and learning in life from your

point of view.

C.S: Please have a balance in the work and social life .You

must have satisfaction in what you are doing. As

long as you are doing your work diligently, you will

be able to overcome any hurdles that come along

your way.

TOC: Thank you Sir, for your time and on behalf of

our team of TOC, we wish you success in all your

future Endeavour.

C.S: Thank you.

Those of us who have had a stint with Indian Navy are

aware of the special Rules that apply to building and

maintaining Naval Ships. For those holding portfolios

purely in merchant shipping know that the

international statutes do not apply to the vessels

owned by Navies across the world. IRClass, in the

recent past, was involved in classification of

non-combatant vessels, including yard crafts (e.g. such

as tugs, ferries, fuel and water barges etc.), ensuring

compliance with the published Rules & Regulations.

Subsequently, these vessels do not maintain class.

Since, there is a considerable increase in the workload

on naval maintenance facilities, due to increase in the

fleet size, Indian Navy has now decided to maintain class

of their yard crafts with IRClass. This will subject the

vessel to periodic surveys and any repair/maintenance

work can be identified at an early stage.

The first ever yard craft to have received our

‘Certificate of Class’ is vessel “Neelam” posted

out of Kochi Naval Base. The certificate was

handed over by then Chairman and Managing

Director (now Executive Chairman) of Indian

Register of Shipping, Mr Arun Sharma on 05

April 2016, at Kochi, to Vice Admiral Girish

Luthra, AVSM VSM, the then Flag Officer

Commanding-in-Chief Southern Naval Command

(presently Flag Officer Commanding-in-Chief

Western Naval Command).

There are about 60-70 yard crafts posted at the

5 key Command Head Quarters of Indian Navy,

namely,Visakhapatnam, Kochi, Mumbai, Karwar

and Port Blair. IRClass is committed to be

associated with Indian Navy in this endeavour

and hopes to further the relationship in future.

Introduction

IR-Hull Rule Scantling Calculation Software

assists users to verify the compliance of ship

designs with the Rules and Regulations for

Construction and Classification of Steel Ships

set forth by Indian Register of Shipping

(IRClass). This software has been developed

indigenously by the Technical Software

Development and Management (TSDM) team

of Indian Register of Shipping.

Need for a Rule Scantling Calculation Software

Verification of compliance of scantlings with

Class Rules is a fundamental part of Ship design

process. Scantling compliance checks are iterative

processes which also aid in optimizing design

requirements of the ship. Digitalization of

scantling rule verification process will help to

expedite the complex and repetitive calculations

involved in the traditional methods followed by

users.

IRClass has taken a step forward to ease out

application of rules for customers by releasing

IR-HULL software to the stakeholders of marine

and ship building industry.

Figure 1 Flowchart representation of framework

Framework of IR-HULL Software

Key Features

• Intuitive modeler

IR-Hull has an intuitive modeler with smart CAD

features. Following are the steps involved in the

modeling of a ship section.

As many of you already know, IRClass is currently

active on two global social media networks:

LinkedIn and Twitter.

Building awareness of IRClass in the international

markets via social media is one of our core focus

points moving ahead, and we are pleased with the

start we have made.

We currently have 2600+ followers on LinkedIn who

actively participate and like, comment and share our

updates to their network. On Twitter, our handle is

@irclass. We currently have 100+ followers. This

number is also growing, and you can help that:

We request all our team members, customers,

associates to follow us and regularly visit IRClass on

LinkedIn and Twitter to stay abreast with the latest

news, updates and events at IRClass. Please feel free

to share, like, tweet and comment on our posts.

We actively encourage good, responsible use of

social media by all to promote and enhance the

growing reputation of IRClass.

If you have any queries regarding IRClass’ social

media presence please drop in a line to us on

bizdev@irclass.org

13

Classing Yard Craftsfor Indian Navy

1) Drawing the ship section

2) Assigning dimensions and material properties to the

section

3) Assigning compartment information to structural

members in the model

The software has in-built libraries of standard materials and

stiffener profiles. An option to mirror the symmetric

half-sections with properties is also provided in this intuitive

modeler.

• Panel approach to scantling checks

Panels are the un-stiffened part of the plating between

stiffeners and/or primary supporting members. The detection

of such panels is automated in the application. Based on its

location and compartment information, the application

identifies the rules applicable to each panel and their

associated longitudinal. The minimum required scantlings as

per rules are compared with the designer proposed values.

• Check for longitudinal strength

The section modulus and longitudinal strength assessments

are carried out for all the modeled entities. Deductions to

account for openings are included in the section modulus

assessment. Structural members can be excluded from the

calculations manually, if they do not contribute in

longitudinal strength calculations as per the rules. The

provided sectional property values (moment of inertia and

section modulus at neutral axis) at any transverse section are

compared with the rule minimum requirements.

• Buckling computation

The buckling strength of the members, contributing to the

longitudinal strength and subject to compressive stress, is

assessed in this module. The panels and stiffeners subject to

compressive stresses in various loading conditions are

analyzed for their critical buckling stresses. The critical

buckling stress of every member is compared with the

induced compressive stresses due to sagging and hogging

state of a ship.

• Calculations for transverse elements

Members which are not continuous in the longitudinal

direction, like transverse bulkheads, bottom floors, side

main frames, deck transverses etc., can’t be modeled in the

application. However tools are provided to verify

scantlings of such members by manual input. Other useful

tools like angle property calculator, bottom slamming

assessor and end attachment are also available in the

software.

• Comprehensive reporting module

The software is equipped with a comprehensive reporting

module wherein the summary and detailed reports for all

the analyses performed can be viewed. Summary reports

are useful to quickly view the compliance of structural

members to Class rules. The reports can be exported to

multiple formats such as .xls (Microsoft Excel), .pdf (Adobe

Acrobat), .rpt (Crystal Report).

• Efficient data handling

IR-Hull is designed to be a standalone application. All the

input data, modeling data, output data are stored in a

single file with an extension of “IRClass”.

Conclusion

IR-Hull is a software package which enables users to

digitalize the compliance checks of ship designs against

IRClass Rules. The software is capable of carrying out quick

assessments and can help in optimizing the ship designs. It

provides clarity in interpretation of Class Rules. It

encourages the adoption of technology in Indian shipping

industry.

Figure 2 Screenshot of the software

Cdr. K Dhawan

Post the Earth Summit in 2012 at Rio, efforts have

been underway all over the world to replace the use of

fossil fuels, linked to climate change, with alternative

sources of energy. The attempt is starting to bear fruit

in Kochi, the economic capital of Kerala.

The State Water Transport Department (SWTD) of

Kochi, Kerala, has placed an order for a 75 PAX solar

powered ferry with M/s NavAlt Solar & Electric Boats,

which is to be designed in technical collaboration with a

French engineering firm Alten. The ferry will be classed

with IRClass. The CEO of M/s. NavAlt Solar & Electric

Boats, Mr. Sandith Thandassery, has shared several

design, feasibility and economic aspects about the ferry.

Undoubtedly, Solar boats are significantly better than

conventional boats because they:

• do not pollute water

• do not release harmful emissions in air

• are very silent and comfortable for passengers

• have low vibrations

• no smell of diesel or petrol

• have lower cost of ownership (high initial cost but

relatively lower operating cost)

The process of solar boat design is different from that

of a conventional boat. So much so that it can be

termed as “solar boat design philosophy.” A successful

solar boat requires two different but critical focus

areas:

• Minimizing required propulsion power

• Optimization of Energy management

Reduction in Propulsion power

The first critical step is to drastically reduce the

propulsion power compared to a conventional boat.

This can be achieved in five ways.

1) Almost always an adopted practice for solar

passenger boat is to make the boat as a multi-hull,

usually catamaran, which ensures a lower

resistance for the same displacement and speed.

This also has higher stability compared to a single

hull vessel. Designing a solar boat as a catamaran

has an added benefit of having larger deck area

for providing solar panels.

2) The propulsion power required by the boat can

also be reduced by lowering the drag of the hull.

This can be achieved by optimizing the hull form

using the latest techniques like computational

fluid dynamics (CFD). The hull shape has to be

optimized for the operational condition

(displacement, draft, trim, speed) so that the

resistance of the boat is minimum. Fore-body and

aft-body shape is optimized to get best results.

3) Another approach to minimizing the propulsion

power is by reducing the weight of the boat. The

greatest contributor to a boat weight is the hull.

Solar boats are almost always built of composite

(FRP, carbon fibre) or aluminum. The

superstructure of the boat is also constructed of

similar lightweight material. Every single item

that goes into the boat is checked to meet two

conditions:

i. Is it necessary; can it be avoided?

ii. Can it be lighter?

4) The propeller design itself is critical to ensure

that power delivered to the propeller is converted

to useful thrust. It usually leads to larger propeller

diameter and optimum rotating speed (RPM),

pitch and area ratio to give the highest efficient

propeller, usually close to 55%.

5) Apart from the above mentioned major factors,

the other minor aspects that affect propulsion

power demand also need to be taken care i.e.

flow to propeller, clearances, shaft bearing,

rudder design, etc.

Once all of the above are incorporated, the

propulsion power needed for a solar passenger boat

compared to a conventional boat becomes half as

compared to the composite boat and less than

one-third of that of a steel boat.

Optimization in Energy management

Motors have to withstand the rugged marine

conditions and continuous usage. For larger systems of

more than 6 kW load, the motors may be 3 phase AC

motors (synchronous or asynchronous). A suitable

controller would vary the speed/power input and

thereby vary the speed of the boat. The shafting also

contains a thrust bearing to protect the motor from

direct axial load and transfer the propeller thrust

efficiently to the hull.

Panel Size and Battery Bank

The other two critical components of a Solar propelled

boat are the panel size and the battery bank, both of

which are dictated by the total power requirement of

the ship through a single day and the average intensity

of sunlight in the region. This shall then need to be

justified with the available area on the boat for

installation of solar panels. Usually the effort is to

maximize this area available since the cost of power

from solar energy is cheaper than its alternative fuel.

A number of factors play up in calculation of average

solar units of a location. The total energy available

during the day from solar panel depends on the

location and weather condition. Locations closer to

equator receives more direct sun rays than those far

away. Further, a bright sunny day generates more solar

units than a cloudy day.

The panel charging time is usually calculated from 8 AM

to 5 PM in summer, in places like Kerala which are closer

to the equator. The rate of charging increases as the sun

peaks at about 1-2 PM. The available energy from the

sun varies with the months of year as well. For

example, in Kerala the average for the month ranges

from 4.68 in June to 6.83 standard sun in March. The

average for the whole year is 5.72. For a cloudy day

these might be close to one-third.

The panel size thus arrived should not only cater to the

propulsion system, but also charge the battery bank

for use up to 6 to 10 hours. Therefore, to arrive at a

panel size, we can take “propulsion load + Battery

Power”. The depth of discharge allowed for a longer

life of battery depends on the type of battery which

will in turn drive the battery bank size. For example,

lithium batteries can be discharged by 80% compared

to 50% for lead-acid batteries. At this depth of

discharge, lithium batteries have a life of 2500 cycles

compared to 500 for lead acid batteries.

The system of battery, battery management system

(BMS), motor controller and motors together are

called as powertrain. Unlike cruise boat that runs for

only 3 to 4 hours a day, ferries need to run for 6 to 10

hours a day. This means the powertrain installed needs

to be of higher reliability, ruggedness and efficiency.

Usually, therefore, lithium based batteries (iron

magnesium phosphate being safer) are preferred for

such systems. Additional safety features usually include

independent auto-bilge pump in all compartments.

Economic Analysis

Almost always a common question that is asked is

whether the solar boat is worth the expense? Well!

The designers are highly affirmative about it. Large

solar ferries are usually four times costlier than a

conventional single hull steel ferry. However, if one

raises the ergonomics and safety standards (built

under classification society) of the conventional boat

to that of solar ferries the ratio is close to 1.5.

The consumables cost (fuel and lubes) is usually

INR 20-25 lakhs for a large conventional ferry

compared to zero for solar ferries. Diesel engines and

steel hull structure have higher maintenance

compared to electric motors and FRP hull. According

to the designers, the total operating costs of a

conventional ferry comes to about INR 25-30 lakhs

per year. If one adds the carbon credit, government

subsidy, and then do an economic analysis, the

break-even period of a solar ferry is as low as two

years.

The design has fetched NavAlt several accolades from

the media as well as other agencies.

The details of the ferry being built at Kochi

The vessel is a GRP catamaran solar-powered

passenger ferry with passenger capacity of 75 pax.

Intended for operation in the Vaikom-Thavanakadavu

route in Kerala.

Main Particulars:

Type: Catamaran

Length OA: 20.00 m

Breadth OA: 7.00 m (w/o fender)

Breadth (demi-hull):1.50 m

Depth moulded: 1.60 m

Draft: 0.80m

Trial speed: 5.5 knots in deep water

Prime Mover: 2 X 20 KW electric motors

Propulsion: 2 nos. Ni-Al-Bronze FPP

The electric propulsion motors to be powered by

solar panels mounted on the coach roof and by the

standby battery bank located in each demi hull.

Mr. C. Sriramamurthy, Chief Operating Officer of

IRClass, is an inspiration to all in the maritime

industry in general and IRClass in particular. He hails

from a humble background and with his simplicity,

modesty, warm smile and clear vision, he has

successfully nurtured and transformed IRClass into

an internationally well respected organization.

On the occasion of his superannuation, Mr. Sriramamurthy

spoke to Touch of Class – our in-house magazine.

Touch of Class (TOC): Good Morning Mr. C.

Sriramamurthy. Thank you for your time today.

You have been associated with IRClass for a long

time and have been part of the growth story of the

organization. Can you share with us when, how and

why did you join IRClass?

Mr. C. Sriramamurthy (CS): I joined IRClass in March

1989. Prior to joining here, I started my career in

Mogul line LTD and rose to the rank of Chief

Engineer.In 198,2. at the time of taking over vessel

“MV Lok Maheshwari” as a chief engineer in

Hindustan Shipyard, I met Mr Madhok, then

Surveyor-in-Charge of Vizag Survey Station, for the

first time. This initiated my interest in the works of

Classification Society. As technical persons, we often

come across instances where we needed advice from

Class Surveyors. I was impressed by the knowledge

and problem solving ability surveyors

had and so was mot ivated to jo in IRC las s .

I had many subsequent positive interactions with

IRClass which then encouraged me to approach

Mr. Madhok for a position in the organization.

Furtunately for me, there was a vacancy and I was

recruited as an Engineer Surveyor in March 1989.

TOC: How many years have you invested in IRClass

and how was your career journey? Please tell us

about your various postings?

CS: In March 1989, I joined IRClass Vizag and I was

there for a long time; rising from Surveyor to

Sr.Surveyor, then as Surveyor-In-Charge of Vizag

Survey Station.

As the organization grew, I was given many new

assignments and had executed all to the best of my

abilities. I recall one of the toughest times was in

year 2000 when the organization assigned me the

responsibility to open an office in China, which was

booming with new constructions and ship repairs.

My only contacts in China were a handful of shipyard

personnel in Qingdao and the management wanted

a set up the office in Shanghai.

So I started inquiring with my known sources and one

of them asked me “Why do you want to open an office

in Shanghai where the cost of living is very high and

with hardly any shipyards? Why don’t you open an

office in Qingdao where connectivity is much better?” .

Now this prompted me to find out more about

Qingdao – going through the past three years’

analysis of shipyards, vessels coming for repairs etc.

The percentage of ships seen in Shanghai were

negligible compared with Qingdao. So I suggested

to the Management that Qingdao will be much

better choice for the time being over Shanghai, and

this was readily accepted.

Things started moving very fast from that point, I

had to move to China on very short notice leaving

behind my family and a daughter studying in 11st

standard [which is a critical stage in schooling

period]. I was posted there for 3 years.

I returned to Vizag in year 2004 after successfully

establishing IRClass office in Qingdao. In 2007, I took

up the responsibility as Surveyor-In-Charge of

Mumbai Survey Station and from 2008 as HOD

Classification. Subsequently, I became the Divisional

Head of Ships in Service department and then took

over as Chief Operating Officer in September 2012.

TOC: Please tell us how your family has supported

you in your journey with IRClass and how did all of

you find your association with IRClass?

CS: My family has supported me throughout my

journey in IRClass. When I took up the job at IRClass,

I told my wife very clearly that the pay is much lower

as compared to seafaring roles, since I’ll be onshore.

Also, during my tenure in China, she managed our

home and children in spite of being alone for three

years. There is no doubt that my family has provided

unwavering support to me and has never

complained in any manner.

TOC: Please tell us about the different stages of

your career in IRClass and the challenges, you faced

over the years?

C.S: Challenges are a part and parcel of professional

life. Initially when I started my career, IRClass was

proposing owners to dual class existing ships,

which prompted owners to ask questions like, “We

already have one classification society; why should

we dual class the vessels? ”.

Few owners/operators were not too receptive and

at times we were told to wait outside till the

master finishes his work. But by and large, IRClass

received enthusiastic response from all the

stakeholders without which our growth would not

have been possible.

During the time, I was in China, there were many

technological advances taking place, which paved

the way for the Electronic Era. With the assistance

from the China Survey Station staff, we converted

forms and checklists into digital online formats at

that time.

Once, one of my Chinese colleagues asked as to,

how I survived on vegetarian food, I used to give

the example of elephants, which eat only grass but

are much stronger animals. Personally, being a

vegetarian and not knowing language, was a

major challenge.

TOC: What is your message to the employees of

IRClass? How should they lead their personal life

and profession life? Please give them some tips !

C.S: Always remember that technology is changing

the way we live, interact and work, Maritime sector is

no different. We need to be open to adopt and drive

new technologies and innovations. Both, at personal

and professional levels, if we are not in sync, we will

be left out. Further, always discharge your duties

with integrity, identify and pursue your goals, this will

take you to greater heights.

TOC: What according to you is the role of

employees in ensuring the progress and success of

the organization? What do you expect from

them?

C.S: Employees are our greatest asset as it is through

them that IRClass conveys its character and

commitment to the world. And we are a team just

like the organs in a human body. Each one of us

needs to work towards the goals set out by the

organization to achieve excellence in our services to

the maritime community. We should continuously

learn, evolve, upgrade and innovate to make IRClass

“The Class by Choice”.

TOC: How do you think IRClass has faired through

these 40 years?

C.S: IRClass was formed in the year 1975 with a small

office in SCI (Shipping Corporation of India)

premises. To start with, we had taken a loan from

shipowners through INSA (Indian National

Shipowners Association) which we paid back within

2 – 3 years’ time. We have sustained through

rendering our services to the entire satisfaction of

our customers, although we met with some

skepticism.

We have faced many challenging phases in the last

40 years but have made steady progress . In the year

1991, we became an associate member of IACS and

later in 2010 we got the full membership from IACS.

[International Association of Classification Societies].

Today, our fleet stands at 11.3 million Gross Tons

with more than 1600 vessels, of which about 80%

are single classed.

We have 27 flag recognitions including Panama,

Marshall Island, Liberia, Bahamas etc. and our port

state control record is excellent for the last 5 years

i.e. nil RO related detentions. We are looking

forward to the E.U. recognition which is round the

corner.

I wish that we will continue to progress in this

fashion to reach greater heights.

We interact with all stakeholders including

administrations, ship owners, designers, builders

and operators on regular basis. Through these

interactions, we have built their confidence in us.

TOC: Please share with the readers of Touch of Class

the general wisdom and learning in life from your

point of view.

C.S: Please have a balance in the work and social life .You

must have satisfaction in what you are doing. As

long as you are doing your work diligently, you will

be able to overcome any hurdles that come along

your way.

TOC: Thank you Sir, for your time and on behalf of

our team of TOC, we wish you success in all your

future Endeavour.

C.S: Thank you.

Those of us who have had a stint with Indian Navy are

aware of the special Rules that apply to building and

maintaining Naval Ships. For those holding portfolios

purely in merchant shipping know that the

international statutes do not apply to the vessels

owned by Navies across the world. IRClass, in the

recent past, was involved in classification of

non-combatant vessels, including yard crafts (e.g. such

as tugs, ferries, fuel and water barges etc.), ensuring

compliance with the published Rules & Regulations.

Subsequently, these vessels do not maintain class.

Since, there is a considerable increase in the workload

on naval maintenance facilities, due to increase in the

fleet size, Indian Navy has now decided to maintain class

of their yard crafts with IRClass. This will subject the

vessel to periodic surveys and any repair/maintenance

work can be identified at an early stage.

The first ever yard craft to have received our

‘Certificate of Class’ is vessel “Neelam” posted

out of Kochi Naval Base. The certificate was

handed over by then Chairman and Managing

Director (now Executive Chairman) of Indian

Register of Shipping, Mr Arun Sharma on 05

April 2016, at Kochi, to Vice Admiral Girish

Luthra, AVSM VSM, the then Flag Officer

Commanding-in-Chief Southern Naval Command

(presently Flag Officer Commanding-in-Chief

Western Naval Command).

There are about 60-70 yard crafts posted at the

5 key Command Head Quarters of Indian Navy,

namely,Visakhapatnam, Kochi, Mumbai, Karwar

and Port Blair. IRClass is committed to be

associated with Indian Navy in this endeavour

and hopes to further the relationship in future.

Introduction

IR-Hull Rule Scantling Calculation Software

assists users to verify the compliance of ship

designs with the Rules and Regulations for

Construction and Classification of Steel Ships

set forth by Indian Register of Shipping

(IRClass). This software has been developed

indigenously by the Technical Software

Development and Management (TSDM) team

of Indian Register of Shipping.

Need for a Rule Scantling Calculation Software

Verification of compliance of scantlings with

Class Rules is a fundamental part of Ship design

process. Scantling compliance checks are iterative

processes which also aid in optimizing design

requirements of the ship. Digitalization of

scantling rule verification process will help to

expedite the complex and repetitive calculations

involved in the traditional methods followed by

users.

IRClass has taken a step forward to ease out

application of rules for customers by releasing

IR-HULL software to the stakeholders of marine

and ship building industry.

Figure 1 Flowchart representation of framework

Framework of IR-HULL Software

Key Features

• Intuitive modeler

IR-Hull has an intuitive modeler with smart CAD

features. Following are the steps involved in the

modeling of a ship section.

As many of you already know, IRClass is currently

active on two global social media networks:

LinkedIn and Twitter.

Building awareness of IRClass in the international

markets via social media is one of our core focus

points moving ahead, and we are pleased with the

start we have made.

We currently have 2600+ followers on LinkedIn who

actively participate and like, comment and share our

updates to their network. On Twitter, our handle is

@irclass. We currently have 100+ followers. This

number is also growing, and you can help that:

We request all our team members, customers,

associates to follow us and regularly visit IRClass on

LinkedIn and Twitter to stay abreast with the latest

news, updates and events at IRClass. Please feel free

to share, like, tweet and comment on our posts.

We actively encourage good, responsible use of

social media by all to promote and enhance the

growing reputation of IRClass.

If you have any queries regarding IRClass’ social

media presence please drop in a line to us on

bizdev@irclass.org

14

IR-Hull - A step towards digitalization

Rahul Bhat, Kapil Kumar Zaveri, Naveen V R, Utkarsh Rautand Dr. Asokendu Samanta

1) Drawing the ship section

2) Assigning dimensions and material properties to the

section

3) Assigning compartment information to structural

members in the model

The software has in-built libraries of standard materials and

stiffener profiles. An option to mirror the symmetric

half-sections with properties is also provided in this intuitive

modeler.

• Panel approach to scantling checks

Panels are the un-stiffened part of the plating between

stiffeners and/or primary supporting members. The detection

of such panels is automated in the application. Based on its

location and compartment information, the application

identifies the rules applicable to each panel and their

associated longitudinal. The minimum required scantlings as

per rules are compared with the designer proposed values.

• Check for longitudinal strength

The section modulus and longitudinal strength assessments

are carried out for all the modeled entities. Deductions to

account for openings are included in the section modulus

assessment. Structural members can be excluded from the

calculations manually, if they do not contribute in

longitudinal strength calculations as per the rules. The

provided sectional property values (moment of inertia and

section modulus at neutral axis) at any transverse section are

compared with the rule minimum requirements.

• Buckling computation

The buckling strength of the members, contributing to the

longitudinal strength and subject to compressive stress, is

assessed in this module. The panels and stiffeners subject to

compressive stresses in various loading conditions are

analyzed for their critical buckling stresses. The critical

buckling stress of every member is compared with the

induced compressive stresses due to sagging and hogging

state of a ship.

• Calculations for transverse elements

Members which are not continuous in the longitudinal

direction, like transverse bulkheads, bottom floors, side

main frames, deck transverses etc., can’t be modeled in the

application. However tools are provided to verify

scantlings of such members by manual input. Other useful

tools like angle property calculator, bottom slamming

assessor and end attachment are also available in the

software.

• Comprehensive reporting module

The software is equipped with a comprehensive reporting

module wherein the summary and detailed reports for all

the analyses performed can be viewed. Summary reports

are useful to quickly view the compliance of structural

members to Class rules. The reports can be exported to

multiple formats such as .xls (Microsoft Excel), .pdf (Adobe

Acrobat), .rpt (Crystal Report).

• Efficient data handling

IR-Hull is designed to be a standalone application. All the

input data, modeling data, output data are stored in a

single file with an extension of “IRClass”.

Conclusion

IR-Hull is a software package which enables users to

digitalize the compliance checks of ship designs against

IRClass Rules. The software is capable of carrying out quick

assessments and can help in optimizing the ship designs. It

provides clarity in interpretation of Class Rules. It

encourages the adoption of technology in Indian shipping

industry.

Figure 2 Screenshot of the software

Modeling of a section

Comprehensive Reporting

Stop

Start

Ship level Inputs

Section level Inputs

Assessment

Database

LongitudinalStrength

Scantling

Buckling

Post the Earth Summit in 2012 at Rio, efforts have

been underway all over the world to replace the use of

fossil fuels, linked to climate change, with alternative

sources of energy. The attempt is starting to bear fruit

in Kochi, the economic capital of Kerala.

The State Water Transport Department (SWTD) of

Kochi, Kerala, has placed an order for a 75 PAX solar

powered ferry with M/s NavAlt Solar & Electric Boats,

which is to be designed in technical collaboration with a

French engineering firm Alten. The ferry will be classed

with IRClass. The CEO of M/s. NavAlt Solar & Electric

Boats, Mr. Sandith Thandassery, has shared several

design, feasibility and economic aspects about the ferry.

Undoubtedly, Solar boats are significantly better than

conventional boats because they:

• do not pollute water

• do not release harmful emissions in air

• are very silent and comfortable for passengers

• have low vibrations

• no smell of diesel or petrol

• have lower cost of ownership (high initial cost but

relatively lower operating cost)

The process of solar boat design is different from that

of a conventional boat. So much so that it can be

termed as “solar boat design philosophy.” A successful

solar boat requires two different but critical focus

areas:

• Minimizing required propulsion power

• Optimization of Energy management

Reduction in Propulsion power

The first critical step is to drastically reduce the

propulsion power compared to a conventional boat.

This can be achieved in five ways.

1) Almost always an adopted practice for solar

passenger boat is to make the boat as a multi-hull,

usually catamaran, which ensures a lower

resistance for the same displacement and speed.

This also has higher stability compared to a single

hull vessel. Designing a solar boat as a catamaran

has an added benefit of having larger deck area

for providing solar panels.

2) The propulsion power required by the boat can

also be reduced by lowering the drag of the hull.

This can be achieved by optimizing the hull form

using the latest techniques like computational

fluid dynamics (CFD). The hull shape has to be

optimized for the operational condition

(displacement, draft, trim, speed) so that the

resistance of the boat is minimum. Fore-body and

aft-body shape is optimized to get best results.

3) Another approach to minimizing the propulsion

power is by reducing the weight of the boat. The

greatest contributor to a boat weight is the hull.

Solar boats are almost always built of composite

(FRP, carbon fibre) or aluminum. The

superstructure of the boat is also constructed of

similar lightweight material. Every single item

that goes into the boat is checked to meet two

conditions:

i. Is it necessary; can it be avoided?

ii. Can it be lighter?

4) The propeller design itself is critical to ensure

that power delivered to the propeller is converted

to useful thrust. It usually leads to larger propeller

diameter and optimum rotating speed (RPM),

pitch and area ratio to give the highest efficient

propeller, usually close to 55%.

5) Apart from the above mentioned major factors,

the other minor aspects that affect propulsion

power demand also need to be taken care i.e.

flow to propeller, clearances, shaft bearing,

rudder design, etc.

Once all of the above are incorporated, the

propulsion power needed for a solar passenger boat

compared to a conventional boat becomes half as

compared to the composite boat and less than

one-third of that of a steel boat.

Optimization in Energy management

Motors have to withstand the rugged marine

conditions and continuous usage. For larger systems of

more than 6 kW load, the motors may be 3 phase AC

motors (synchronous or asynchronous). A suitable

controller would vary the speed/power input and

thereby vary the speed of the boat. The shafting also

contains a thrust bearing to protect the motor from

direct axial load and transfer the propeller thrust

efficiently to the hull.

Panel Size and Battery Bank

The other two critical components of a Solar propelled

boat are the panel size and the battery bank, both of

which are dictated by the total power requirement of

the ship through a single day and the average intensity

of sunlight in the region. This shall then need to be

justified with the available area on the boat for

installation of solar panels. Usually the effort is to

maximize this area available since the cost of power

from solar energy is cheaper than its alternative fuel.

A number of factors play up in calculation of average

solar units of a location. The total energy available

during the day from solar panel depends on the

location and weather condition. Locations closer to

equator receives more direct sun rays than those far

away. Further, a bright sunny day generates more solar

units than a cloudy day.

The panel charging time is usually calculated from 8 AM

to 5 PM in summer, in places like Kerala which are closer

to the equator. The rate of charging increases as the sun

peaks at about 1-2 PM. The available energy from the

sun varies with the months of year as well. For

example, in Kerala the average for the month ranges

from 4.68 in June to 6.83 standard sun in March. The

average for the whole year is 5.72. For a cloudy day

these might be close to one-third.

The panel size thus arrived should not only cater to the

propulsion system, but also charge the battery bank

for use up to 6 to 10 hours. Therefore, to arrive at a

panel size, we can take “propulsion load + Battery

Power”. The depth of discharge allowed for a longer

life of battery depends on the type of battery which

will in turn drive the battery bank size. For example,

lithium batteries can be discharged by 80% compared

to 50% for lead-acid batteries. At this depth of

discharge, lithium batteries have a life of 2500 cycles

compared to 500 for lead acid batteries.

The system of battery, battery management system

(BMS), motor controller and motors together are

called as powertrain. Unlike cruise boat that runs for

only 3 to 4 hours a day, ferries need to run for 6 to 10

hours a day. This means the powertrain installed needs

to be of higher reliability, ruggedness and efficiency.

Usually, therefore, lithium based batteries (iron

magnesium phosphate being safer) are preferred for

such systems. Additional safety features usually include

independent auto-bilge pump in all compartments.

Economic Analysis

Almost always a common question that is asked is

whether the solar boat is worth the expense? Well!

The designers are highly affirmative about it. Large

solar ferries are usually four times costlier than a

conventional single hull steel ferry. However, if one

raises the ergonomics and safety standards (built

under classification society) of the conventional boat

to that of solar ferries the ratio is close to 1.5.

The consumables cost (fuel and lubes) is usually

INR 20-25 lakhs for a large conventional ferry

compared to zero for solar ferries. Diesel engines and

steel hull structure have higher maintenance

compared to electric motors and FRP hull. According

to the designers, the total operating costs of a

conventional ferry comes to about INR 25-30 lakhs

per year. If one adds the carbon credit, government

subsidy, and then do an economic analysis, the

break-even period of a solar ferry is as low as two

years.

The design has fetched NavAlt several accolades from

the media as well as other agencies.

The details of the ferry being built at Kochi

The vessel is a GRP catamaran solar-powered

passenger ferry with passenger capacity of 75 pax.

Intended for operation in the Vaikom-Thavanakadavu

route in Kerala.

Main Particulars:

Type: Catamaran

Length OA: 20.00 m

Breadth OA: 7.00 m (w/o fender)

Breadth (demi-hull):1.50 m

Depth moulded: 1.60 m

Draft: 0.80m

Trial speed: 5.5 knots in deep water

Prime Mover: 2 X 20 KW electric motors

Propulsion: 2 nos. Ni-Al-Bronze FPP

The electric propulsion motors to be powered by

solar panels mounted on the coach roof and by the

standby battery bank located in each demi hull.

Mr. C. Sriramamurthy, Chief Operating Officer of

IRClass, is an inspiration to all in the maritime

industry in general and IRClass in particular. He hails

from a humble background and with his simplicity,

modesty, warm smile and clear vision, he has

successfully nurtured and transformed IRClass into

an internationally well respected organization.

On the occasion of his superannuation, Mr. Sriramamurthy

spoke to Touch of Class – our in-house magazine.

Touch of Class (TOC): Good Morning Mr. C.

Sriramamurthy. Thank you for your time today.

You have been associated with IRClass for a long

time and have been part of the growth story of the

organization. Can you share with us when, how and

why did you join IRClass?

Mr. C. Sriramamurthy (CS): I joined IRClass in March

1989. Prior to joining here, I started my career in

Mogul line LTD and rose to the rank of Chief

Engineer.In 198,2. at the time of taking over vessel

“MV Lok Maheshwari” as a chief engineer in

Hindustan Shipyard, I met Mr Madhok, then

Surveyor-in-Charge of Vizag Survey Station, for the

first time. This initiated my interest in the works of

Classification Society. As technical persons, we often

come across instances where we needed advice from

Class Surveyors. I was impressed by the knowledge

and problem solving ability surveyors

had and so was mot ivated to jo in IRC las s .

I had many subsequent positive interactions with

IRClass which then encouraged me to approach

Mr. Madhok for a position in the organization.

Furtunately for me, there was a vacancy and I was

recruited as an Engineer Surveyor in March 1989.

TOC: How many years have you invested in IRClass

and how was your career journey? Please tell us

about your various postings?

CS: In March 1989, I joined IRClass Vizag and I was

there for a long time; rising from Surveyor to

Sr.Surveyor, then as Surveyor-In-Charge of Vizag

Survey Station.

As the organization grew, I was given many new

assignments and had executed all to the best of my

abilities. I recall one of the toughest times was in

year 2000 when the organization assigned me the

responsibility to open an office in China, which was

booming with new constructions and ship repairs.

My only contacts in China were a handful of shipyard

personnel in Qingdao and the management wanted

a set up the office in Shanghai.

So I started inquiring with my known sources and one

of them asked me “Why do you want to open an office

in Shanghai where the cost of living is very high and

with hardly any shipyards? Why don’t you open an

office in Qingdao where connectivity is much better?” .

Now this prompted me to find out more about

Qingdao – going through the past three years’

analysis of shipyards, vessels coming for repairs etc.

The percentage of ships seen in Shanghai were

negligible compared with Qingdao. So I suggested

to the Management that Qingdao will be much

better choice for the time being over Shanghai, and

this was readily accepted.

Things started moving very fast from that point, I

had to move to China on very short notice leaving

behind my family and a daughter studying in 11st

standard [which is a critical stage in schooling

period]. I was posted there for 3 years.

I returned to Vizag in year 2004 after successfully

establishing IRClass office in Qingdao. In 2007, I took

up the responsibility as Surveyor-In-Charge of

Mumbai Survey Station and from 2008 as HOD

Classification. Subsequently, I became the Divisional

Head of Ships in Service department and then took

over as Chief Operating Officer in September 2012.

TOC: Please tell us how your family has supported

you in your journey with IRClass and how did all of

you find your association with IRClass?

CS: My family has supported me throughout my

journey in IRClass. When I took up the job at IRClass,

I told my wife very clearly that the pay is much lower

as compared to seafaring roles, since I’ll be onshore.

Also, during my tenure in China, she managed our

home and children in spite of being alone for three

years. There is no doubt that my family has provided

unwavering support to me and has never

complained in any manner.

TOC: Please tell us about the different stages of

your career in IRClass and the challenges, you faced

over the years?

C.S: Challenges are a part and parcel of professional

life. Initially when I started my career, IRClass was

proposing owners to dual class existing ships,

which prompted owners to ask questions like, “We

already have one classification society; why should

we dual class the vessels? ”.

Few owners/operators were not too receptive and

at times we were told to wait outside till the

master finishes his work. But by and large, IRClass

received enthusiastic response from all the

stakeholders without which our growth would not

have been possible.

During the time, I was in China, there were many

technological advances taking place, which paved

the way for the Electronic Era. With the assistance

from the China Survey Station staff, we converted

forms and checklists into digital online formats at

that time.

Once, one of my Chinese colleagues asked as to,

how I survived on vegetarian food, I used to give

the example of elephants, which eat only grass but

are much stronger animals. Personally, being a

vegetarian and not knowing language, was a

major challenge.

TOC: What is your message to the employees of

IRClass? How should they lead their personal life

and profession life? Please give them some tips !

C.S: Always remember that technology is changing

the way we live, interact and work, Maritime sector is

no different. We need to be open to adopt and drive

new technologies and innovations. Both, at personal

and professional levels, if we are not in sync, we will

be left out. Further, always discharge your duties

with integrity, identify and pursue your goals, this will

take you to greater heights.

TOC: What according to you is the role of

employees in ensuring the progress and success of

the organization? What do you expect from

them?

C.S: Employees are our greatest asset as it is through

them that IRClass conveys its character and

commitment to the world. And we are a team just

like the organs in a human body. Each one of us

needs to work towards the goals set out by the

organization to achieve excellence in our services to

the maritime community. We should continuously

learn, evolve, upgrade and innovate to make IRClass

“The Class by Choice”.

TOC: How do you think IRClass has faired through

these 40 years?

C.S: IRClass was formed in the year 1975 with a small

office in SCI (Shipping Corporation of India)

premises. To start with, we had taken a loan from

shipowners through INSA (Indian National

Shipowners Association) which we paid back within

2 – 3 years’ time. We have sustained through

rendering our services to the entire satisfaction of

our customers, although we met with some

skepticism.

We have faced many challenging phases in the last

40 years but have made steady progress . In the year

1991, we became an associate member of IACS and

later in 2010 we got the full membership from IACS.

[International Association of Classification Societies].

Today, our fleet stands at 11.3 million Gross Tons

with more than 1600 vessels, of which about 80%

are single classed.

We have 27 flag recognitions including Panama,

Marshall Island, Liberia, Bahamas etc. and our port

state control record is excellent for the last 5 years

i.e. nil RO related detentions. We are looking

forward to the E.U. recognition which is round the

corner.

I wish that we will continue to progress in this

fashion to reach greater heights.

We interact with all stakeholders including

administrations, ship owners, designers, builders

and operators on regular basis. Through these

interactions, we have built their confidence in us.

TOC: Please share with the readers of Touch of Class

the general wisdom and learning in life from your

point of view.

C.S: Please have a balance in the work and social life .You

must have satisfaction in what you are doing. As

long as you are doing your work diligently, you will

be able to overcome any hurdles that come along

your way.

TOC: Thank you Sir, for your time and on behalf of

our team of TOC, we wish you success in all your

future Endeavour.

C.S: Thank you.

Those of us who have had a stint with Indian Navy are

aware of the special Rules that apply to building and

maintaining Naval Ships. For those holding portfolios

purely in merchant shipping know that the

international statutes do not apply to the vessels

owned by Navies across the world. IRClass, in the

recent past, was involved in classification of

non-combatant vessels, including yard crafts (e.g. such

as tugs, ferries, fuel and water barges etc.), ensuring

compliance with the published Rules & Regulations.

Subsequently, these vessels do not maintain class.

Since, there is a considerable increase in the workload

on naval maintenance facilities, due to increase in the

fleet size, Indian Navy has now decided to maintain class

of their yard crafts with IRClass. This will subject the

vessel to periodic surveys and any repair/maintenance

work can be identified at an early stage.

The first ever yard craft to have received our

‘Certificate of Class’ is vessel “Neelam” posted

out of Kochi Naval Base. The certificate was

handed over by then Chairman and Managing

Director (now Executive Chairman) of Indian

Register of Shipping, Mr Arun Sharma on 05

April 2016, at Kochi, to Vice Admiral Girish

Luthra, AVSM VSM, the then Flag Officer

Commanding-in-Chief Southern Naval Command

(presently Flag Officer Commanding-in-Chief

Western Naval Command).

There are about 60-70 yard crafts posted at the

5 key Command Head Quarters of Indian Navy,

namely,Visakhapatnam, Kochi, Mumbai, Karwar

and Port Blair. IRClass is committed to be

associated with Indian Navy in this endeavour

and hopes to further the relationship in future.

Introduction

IR-Hull Rule Scantling Calculation Software

assists users to verify the compliance of ship

designs with the Rules and Regulations for

Construction and Classification of Steel Ships

set forth by Indian Register of Shipping

(IRClass). This software has been developed

indigenously by the Technical Software

Development and Management (TSDM) team

of Indian Register of Shipping.

Need for a Rule Scantling Calculation Software

Verification of compliance of scantlings with

Class Rules is a fundamental part of Ship design

process. Scantling compliance checks are iterative

processes which also aid in optimizing design

requirements of the ship. Digitalization of

scantling rule verification process will help to

expedite the complex and repetitive calculations

involved in the traditional methods followed by

users.

IRClass has taken a step forward to ease out

application of rules for customers by releasing

IR-HULL software to the stakeholders of marine

and ship building industry.

Figure 1 Flowchart representation of framework

Framework of IR-HULL Software

Key Features

• Intuitive modeler

IR-Hull has an intuitive modeler with smart CAD

features. Following are the steps involved in the

modeling of a ship section.

As many of you already know, IRClass is currently

active on two global social media networks:

LinkedIn and Twitter.

Building awareness of IRClass in the international

markets via social media is one of our core focus

points moving ahead, and we are pleased with the

start we have made.

We currently have 2600+ followers on LinkedIn who

actively participate and like, comment and share our

updates to their network. On Twitter, our handle is

@irclass. We currently have 100+ followers. This

number is also growing, and you can help that:

We request all our team members, customers,

associates to follow us and regularly visit IRClass on

LinkedIn and Twitter to stay abreast with the latest

news, updates and events at IRClass. Please feel free

to share, like, tweet and comment on our posts.

We actively encourage good, responsible use of

social media by all to promote and enhance the

growing reputation of IRClass.

If you have any queries regarding IRClass’ social

media presence please drop in a line to us on

bizdev@irclass.org

1) Drawing the ship section

2) Assigning dimensions and material properties to the

section

3) Assigning compartment information to structural

members in the model

The software has in-built libraries of standard materials and

stiffener profiles. An option to mirror the symmetric

half-sections with properties is also provided in this intuitive

modeler.

• Panel approach to scantling checks

Panels are the un-stiffened part of the plating between

stiffeners and/or primary supporting members. The detection

of such panels is automated in the application. Based on its

location and compartment information, the application

identifies the rules applicable to each panel and their

associated longitudinal. The minimum required scantlings as

per rules are compared with the designer proposed values.

• Check for longitudinal strength

The section modulus and longitudinal strength assessments

are carried out for all the modeled entities. Deductions to

account for openings are included in the section modulus

assessment. Structural members can be excluded from the

calculations manually, if they do not contribute in

longitudinal strength calculations as per the rules. The

provided sectional property values (moment of inertia and

section modulus at neutral axis) at any transverse section are

compared with the rule minimum requirements.

• Buckling computation

The buckling strength of the members, contributing to the

longitudinal strength and subject to compressive stress, is

assessed in this module. The panels and stiffeners subject to

compressive stresses in various loading conditions are

analyzed for their critical buckling stresses. The critical

buckling stress of every member is compared with the

induced compressive stresses due to sagging and hogging

state of a ship.

• Calculations for transverse elements

Members which are not continuous in the longitudinal

direction, like transverse bulkheads, bottom floors, side

main frames, deck transverses etc., can’t be modeled in the

application. However tools are provided to verify

scantlings of such members by manual input. Other useful

tools like angle property calculator, bottom slamming

assessor and end attachment are also available in the

software.

• Comprehensive reporting module

The software is equipped with a comprehensive reporting

module wherein the summary and detailed reports for all

the analyses performed can be viewed. Summary reports

are useful to quickly view the compliance of structural

members to Class rules. The reports can be exported to

multiple formats such as .xls (Microsoft Excel), .pdf (Adobe

Acrobat), .rpt (Crystal Report).

• Efficient data handling

IR-Hull is designed to be a standalone application. All the

input data, modeling data, output data are stored in a

single file with an extension of “IRClass”.

Conclusion

IR-Hull is a software package which enables users to

digitalize the compliance checks of ship designs against

IRClass Rules. The software is capable of carrying out quick

assessments and can help in optimizing the ship designs. It

provides clarity in interpretation of Class Rules. It

encourages the adoption of technology in Indian shipping

industry.

Figure 2 Screenshot of the software

IRHULL will enable users to digitalize the compliance checks of ship designs against IRClass Rules

Post the Earth Summit in 2012 at Rio, efforts have

been underway all over the world to replace the use of

fossil fuels, linked to climate change, with alternative

sources of energy. The attempt is starting to bear fruit

in Kochi, the economic capital of Kerala.

The State Water Transport Department (SWTD) of

Kochi, Kerala, has placed an order for a 75 PAX solar

powered ferry with M/s NavAlt Solar & Electric Boats,

which is to be designed in technical collaboration with a

French engineering firm Alten. The ferry will be classed

with IRClass. The CEO of M/s. NavAlt Solar & Electric

Boats, Mr. Sandith Thandassery, has shared several

design, feasibility and economic aspects about the ferry.

Undoubtedly, Solar boats are significantly better than

conventional boats because they:

• do not pollute water

• do not release harmful emissions in air

• are very silent and comfortable for passengers

• have low vibrations

• no smell of diesel or petrol

• have lower cost of ownership (high initial cost but

relatively lower operating cost)

The process of solar boat design is different from that

of a conventional boat. So much so that it can be

termed as “solar boat design philosophy.” A successful

solar boat requires two different but critical focus

areas:

• Minimizing required propulsion power

• Optimization of Energy management

Reduction in Propulsion power

The first critical step is to drastically reduce the

propulsion power compared to a conventional boat.

This can be achieved in five ways.

1) Almost always an adopted practice for solar

passenger boat is to make the boat as a multi-hull,

usually catamaran, which ensures a lower

resistance for the same displacement and speed.

This also has higher stability compared to a single

hull vessel. Designing a solar boat as a catamaran

has an added benefit of having larger deck area

for providing solar panels.

2) The propulsion power required by the boat can

also be reduced by lowering the drag of the hull.

This can be achieved by optimizing the hull form

using the latest techniques like computational

fluid dynamics (CFD). The hull shape has to be

optimized for the operational condition

(displacement, draft, trim, speed) so that the

resistance of the boat is minimum. Fore-body and

aft-body shape is optimized to get best results.

3) Another approach to minimizing the propulsion

power is by reducing the weight of the boat. The

greatest contributor to a boat weight is the hull.

Solar boats are almost always built of composite

(FRP, carbon fibre) or aluminum. The

superstructure of the boat is also constructed of

similar lightweight material. Every single item

that goes into the boat is checked to meet two

conditions:

i. Is it necessary; can it be avoided?

ii. Can it be lighter?

4) The propeller design itself is critical to ensure

that power delivered to the propeller is converted

to useful thrust. It usually leads to larger propeller

diameter and optimum rotating speed (RPM),

pitch and area ratio to give the highest efficient

propeller, usually close to 55%.

5) Apart from the above mentioned major factors,

the other minor aspects that affect propulsion

power demand also need to be taken care i.e.

flow to propeller, clearances, shaft bearing,

rudder design, etc.

Once all of the above are incorporated, the

propulsion power needed for a solar passenger boat

compared to a conventional boat becomes half as

compared to the composite boat and less than

one-third of that of a steel boat.

Optimization in Energy management

Motors have to withstand the rugged marine

conditions and continuous usage. For larger systems of

more than 6 kW load, the motors may be 3 phase AC

motors (synchronous or asynchronous). A suitable

controller would vary the speed/power input and

thereby vary the speed of the boat. The shafting also

contains a thrust bearing to protect the motor from

direct axial load and transfer the propeller thrust

efficiently to the hull.

Panel Size and Battery Bank

The other two critical components of a Solar propelled

boat are the panel size and the battery bank, both of

which are dictated by the total power requirement of

the ship through a single day and the average intensity

of sunlight in the region. This shall then need to be

justified with the available area on the boat for

installation of solar panels. Usually the effort is to

maximize this area available since the cost of power

from solar energy is cheaper than its alternative fuel.

A number of factors play up in calculation of average

solar units of a location. The total energy available

during the day from solar panel depends on the

location and weather condition. Locations closer to

equator receives more direct sun rays than those far

away. Further, a bright sunny day generates more solar

units than a cloudy day.

The panel charging time is usually calculated from 8 AM

to 5 PM in summer, in places like Kerala which are closer

to the equator. The rate of charging increases as the sun

peaks at about 1-2 PM. The available energy from the

sun varies with the months of year as well. For

example, in Kerala the average for the month ranges

from 4.68 in June to 6.83 standard sun in March. The

average for the whole year is 5.72. For a cloudy day

these might be close to one-third.

The panel size thus arrived should not only cater to the

propulsion system, but also charge the battery bank

for use up to 6 to 10 hours. Therefore, to arrive at a

panel size, we can take “propulsion load + Battery

Power”. The depth of discharge allowed for a longer

life of battery depends on the type of battery which

will in turn drive the battery bank size. For example,

lithium batteries can be discharged by 80% compared

to 50% for lead-acid batteries. At this depth of

discharge, lithium batteries have a life of 2500 cycles

compared to 500 for lead acid batteries.

The system of battery, battery management system

(BMS), motor controller and motors together are

called as powertrain. Unlike cruise boat that runs for

only 3 to 4 hours a day, ferries need to run for 6 to 10

hours a day. This means the powertrain installed needs

to be of higher reliability, ruggedness and efficiency.

Usually, therefore, lithium based batteries (iron

magnesium phosphate being safer) are preferred for

such systems. Additional safety features usually include

independent auto-bilge pump in all compartments.

Economic Analysis

Almost always a common question that is asked is

whether the solar boat is worth the expense? Well!

The designers are highly affirmative about it. Large

solar ferries are usually four times costlier than a

conventional single hull steel ferry. However, if one

raises the ergonomics and safety standards (built

under classification society) of the conventional boat

to that of solar ferries the ratio is close to 1.5.

The consumables cost (fuel and lubes) is usually

INR 20-25 lakhs for a large conventional ferry

compared to zero for solar ferries. Diesel engines and

steel hull structure have higher maintenance

compared to electric motors and FRP hull. According

to the designers, the total operating costs of a

conventional ferry comes to about INR 25-30 lakhs

per year. If one adds the carbon credit, government

subsidy, and then do an economic analysis, the

break-even period of a solar ferry is as low as two

years.

The design has fetched NavAlt several accolades from

the media as well as other agencies.

The details of the ferry being built at Kochi

The vessel is a GRP catamaran solar-powered

passenger ferry with passenger capacity of 75 pax.

Intended for operation in the Vaikom-Thavanakadavu

route in Kerala.

Main Particulars:

Type: Catamaran

Length OA: 20.00 m

Breadth OA: 7.00 m (w/o fender)

Breadth (demi-hull):1.50 m

Depth moulded: 1.60 m

Draft: 0.80m

Trial speed: 5.5 knots in deep water

Prime Mover: 2 X 20 KW electric motors

Propulsion: 2 nos. Ni-Al-Bronze FPP

The electric propulsion motors to be powered by

solar panels mounted on the coach roof and by the

standby battery bank located in each demi hull.

Mr. C. Sriramamurthy, Chief Operating Officer of

IRClass, is an inspiration to all in the maritime

industry in general and IRClass in particular. He hails

from a humble background and with his simplicity,

modesty, warm smile and clear vision, he has

successfully nurtured and transformed IRClass into

an internationally well respected organization.

On the occasion of his superannuation, Mr. Sriramamurthy

spoke to Touch of Class – our in-house magazine.

Touch of Class (TOC): Good Morning Mr. C.

Sriramamurthy. Thank you for your time today.

You have been associated with IRClass for a long

time and have been part of the growth story of the

organization. Can you share with us when, how and

why did you join IRClass?

Mr. C. Sriramamurthy (CS): I joined IRClass in March

1989. Prior to joining here, I started my career in

Mogul line LTD and rose to the rank of Chief

Engineer.In 198,2. at the time of taking over vessel

“MV Lok Maheshwari” as a chief engineer in

Hindustan Shipyard, I met Mr Madhok, then

Surveyor-in-Charge of Vizag Survey Station, for the

first time. This initiated my interest in the works of

Classification Society. As technical persons, we often

come across instances where we needed advice from

Class Surveyors. I was impressed by the knowledge

and problem solving ability surveyors

had and so was mot ivated to jo in IRC las s .

I had many subsequent positive interactions with

IRClass which then encouraged me to approach

Mr. Madhok for a position in the organization.

Furtunately for me, there was a vacancy and I was

recruited as an Engineer Surveyor in March 1989.

TOC: How many years have you invested in IRClass

and how was your career journey? Please tell us

about your various postings?

CS: In March 1989, I joined IRClass Vizag and I was

there for a long time; rising from Surveyor to

Sr.Surveyor, then as Surveyor-In-Charge of Vizag

Survey Station.

As the organization grew, I was given many new

assignments and had executed all to the best of my

abilities. I recall one of the toughest times was in

year 2000 when the organization assigned me the

responsibility to open an office in China, which was

booming with new constructions and ship repairs.

My only contacts in China were a handful of shipyard

personnel in Qingdao and the management wanted

a set up the office in Shanghai.

So I started inquiring with my known sources and one

of them asked me “Why do you want to open an office

in Shanghai where the cost of living is very high and

with hardly any shipyards? Why don’t you open an

office in Qingdao where connectivity is much better?” .

Now this prompted me to find out more about

Qingdao – going through the past three years’

analysis of shipyards, vessels coming for repairs etc.

The percentage of ships seen in Shanghai were

negligible compared with Qingdao. So I suggested

to the Management that Qingdao will be much

better choice for the time being over Shanghai, and

this was readily accepted.

Things started moving very fast from that point, I

had to move to China on very short notice leaving

behind my family and a daughter studying in 11st

standard [which is a critical stage in schooling

period]. I was posted there for 3 years.

I returned to Vizag in year 2004 after successfully

establishing IRClass office in Qingdao. In 2007, I took

up the responsibility as Surveyor-In-Charge of

Mumbai Survey Station and from 2008 as HOD

Classification. Subsequently, I became the Divisional

Head of Ships in Service department and then took

over as Chief Operating Officer in September 2012.

TOC: Please tell us how your family has supported

you in your journey with IRClass and how did all of

you find your association with IRClass?

CS: My family has supported me throughout my

journey in IRClass. When I took up the job at IRClass,

I told my wife very clearly that the pay is much lower

as compared to seafaring roles, since I’ll be onshore.

Also, during my tenure in China, she managed our

home and children in spite of being alone for three

years. There is no doubt that my family has provided

unwavering support to me and has never

complained in any manner.

TOC: Please tell us about the different stages of

your career in IRClass and the challenges, you faced

over the years?

C.S: Challenges are a part and parcel of professional

life. Initially when I started my career, IRClass was

proposing owners to dual class existing ships,

which prompted owners to ask questions like, “We

already have one classification society; why should

we dual class the vessels? ”.

Few owners/operators were not too receptive and

at times we were told to wait outside till the

master finishes his work. But by and large, IRClass

received enthusiastic response from all the

stakeholders without which our growth would not

have been possible.

During the time, I was in China, there were many

technological advances taking place, which paved

the way for the Electronic Era. With the assistance

from the China Survey Station staff, we converted

forms and checklists into digital online formats at

that time.

Once, one of my Chinese colleagues asked as to,

how I survived on vegetarian food, I used to give

the example of elephants, which eat only grass but

are much stronger animals. Personally, being a

vegetarian and not knowing language, was a

major challenge.

TOC: What is your message to the employees of

IRClass? How should they lead their personal life

and profession life? Please give them some tips !

C.S: Always remember that technology is changing

the way we live, interact and work, Maritime sector is

no different. We need to be open to adopt and drive

new technologies and innovations. Both, at personal

and professional levels, if we are not in sync, we will

be left out. Further, always discharge your duties

with integrity, identify and pursue your goals, this will

take you to greater heights.

TOC: What according to you is the role of

employees in ensuring the progress and success of

the organization? What do you expect from

them?

C.S: Employees are our greatest asset as it is through

them that IRClass conveys its character and

commitment to the world. And we are a team just

like the organs in a human body. Each one of us

needs to work towards the goals set out by the

organization to achieve excellence in our services to

the maritime community. We should continuously

learn, evolve, upgrade and innovate to make IRClass

“The Class by Choice”.

TOC: How do you think IRClass has faired through

these 40 years?

C.S: IRClass was formed in the year 1975 with a small

office in SCI (Shipping Corporation of India)

premises. To start with, we had taken a loan from

shipowners through INSA (Indian National

Shipowners Association) which we paid back within

2 – 3 years’ time. We have sustained through

rendering our services to the entire satisfaction of

our customers, although we met with some

skepticism.

We have faced many challenging phases in the last

40 years but have made steady progress . In the year

1991, we became an associate member of IACS and

later in 2010 we got the full membership from IACS.

[International Association of Classification Societies].

Today, our fleet stands at 11.3 million Gross Tons

with more than 1600 vessels, of which about 80%

are single classed.

We have 27 flag recognitions including Panama,

Marshall Island, Liberia, Bahamas etc. and our port

state control record is excellent for the last 5 years

i.e. nil RO related detentions. We are looking

forward to the E.U. recognition which is round the

corner.

I wish that we will continue to progress in this

fashion to reach greater heights.

We interact with all stakeholders including

administrations, ship owners, designers, builders

and operators on regular basis. Through these

interactions, we have built their confidence in us.

TOC: Please share with the readers of Touch of Class

the general wisdom and learning in life from your

point of view.

C.S: Please have a balance in the work and social life .You

must have satisfaction in what you are doing. As

long as you are doing your work diligently, you will

be able to overcome any hurdles that come along

your way.

TOC: Thank you Sir, for your time and on behalf of

our team of TOC, we wish you success in all your

future Endeavour.

C.S: Thank you.

Those of us who have had a stint with Indian Navy are

aware of the special Rules that apply to building and

maintaining Naval Ships. For those holding portfolios

purely in merchant shipping know that the

international statutes do not apply to the vessels

owned by Navies across the world. IRClass, in the

recent past, was involved in classification of

non-combatant vessels, including yard crafts (e.g. such

as tugs, ferries, fuel and water barges etc.), ensuring

compliance with the published Rules & Regulations.

Subsequently, these vessels do not maintain class.

Since, there is a considerable increase in the workload

on naval maintenance facilities, due to increase in the

fleet size, Indian Navy has now decided to maintain class

of their yard crafts with IRClass. This will subject the

vessel to periodic surveys and any repair/maintenance

work can be identified at an early stage.

The first ever yard craft to have received our

‘Certificate of Class’ is vessel “Neelam” posted

out of Kochi Naval Base. The certificate was

handed over by then Chairman and Managing

Director (now Executive Chairman) of Indian

Register of Shipping, Mr Arun Sharma on 05

April 2016, at Kochi, to Vice Admiral Girish

Luthra, AVSM VSM, the then Flag Officer

Commanding-in-Chief Southern Naval Command

(presently Flag Officer Commanding-in-Chief

Western Naval Command).

There are about 60-70 yard crafts posted at the

5 key Command Head Quarters of Indian Navy,

namely,Visakhapatnam, Kochi, Mumbai, Karwar

and Port Blair. IRClass is committed to be

associated with Indian Navy in this endeavour

and hopes to further the relationship in future.

Introduction

IR-Hull Rule Scantling Calculation Software

assists users to verify the compliance of ship

designs with the Rules and Regulations for

Construction and Classification of Steel Ships

set forth by Indian Register of Shipping

(IRClass). This software has been developed

indigenously by the Technical Software

Development and Management (TSDM) team

of Indian Register of Shipping.

Need for a Rule Scantling Calculation Software

Verification of compliance of scantlings with

Class Rules is a fundamental part of Ship design

process. Scantling compliance checks are iterative

processes which also aid in optimizing design

requirements of the ship. Digitalization of

scantling rule verification process will help to

expedite the complex and repetitive calculations

involved in the traditional methods followed by

users.

IRClass has taken a step forward to ease out

application of rules for customers by releasing

IR-HULL software to the stakeholders of marine

and ship building industry.

Figure 1 Flowchart representation of framework

Framework of IR-HULL Software

Key Features

• Intuitive modeler

IR-Hull has an intuitive modeler with smart CAD

features. Following are the steps involved in the

modeling of a ship section.

As many of you already know, IRClass is currently

active on two global social media networks:

LinkedIn and Twitter.

Building awareness of IRClass in the international

markets via social media is one of our core focus

points moving ahead, and we are pleased with the

start we have made.

We currently have 2600+ followers on LinkedIn who

actively participate and like, comment and share our

updates to their network. On Twitter, our handle is

@irclass. We currently have 100+ followers. This

number is also growing, and you can help that:

We request all our team members, customers,

associates to follow us and regularly visit IRClass on

LinkedIn and Twitter to stay abreast with the latest

news, updates and events at IRClass. Please feel free

to share, like, tweet and comment on our posts.

We actively encourage good, responsible use of

social media by all to promote and enhance the

growing reputation of IRClass.

If you have any queries regarding IRClass’ social

media presence please drop in a line to us on

bizdev@irclass.org

1) Drawing the ship section

2) Assigning dimensions and material properties to the

section

3) Assigning compartment information to structural

members in the model

The software has in-built libraries of standard materials and

stiffener profiles. An option to mirror the symmetric

half-sections with properties is also provided in this intuitive

modeler.

• Panel approach to scantling checks

Panels are the un-stiffened part of the plating between

stiffeners and/or primary supporting members. The detection

of such panels is automated in the application. Based on its

location and compartment information, the application

identifies the rules applicable to each panel and their

associated longitudinal. The minimum required scantlings as

per rules are compared with the designer proposed values.

• Check for longitudinal strength

The section modulus and longitudinal strength assessments

are carried out for all the modeled entities. Deductions to

account for openings are included in the section modulus

assessment. Structural members can be excluded from the

calculations manually, if they do not contribute in

longitudinal strength calculations as per the rules. The

provided sectional property values (moment of inertia and

section modulus at neutral axis) at any transverse section are

compared with the rule minimum requirements.

• Buckling computation

The buckling strength of the members, contributing to the

longitudinal strength and subject to compressive stress, is

assessed in this module. The panels and stiffeners subject to

compressive stresses in various loading conditions are

analyzed for their critical buckling stresses. The critical

buckling stress of every member is compared with the

induced compressive stresses due to sagging and hogging

state of a ship.

• Calculations for transverse elements

Members which are not continuous in the longitudinal

direction, like transverse bulkheads, bottom floors, side

main frames, deck transverses etc., can’t be modeled in the

application. However tools are provided to verify

scantlings of such members by manual input. Other useful

tools like angle property calculator, bottom slamming

assessor and end attachment are also available in the

software.

• Comprehensive reporting module

The software is equipped with a comprehensive reporting

module wherein the summary and detailed reports for all

the analyses performed can be viewed. Summary reports

are useful to quickly view the compliance of structural

members to Class rules. The reports can be exported to

multiple formats such as .xls (Microsoft Excel), .pdf (Adobe

Acrobat), .rpt (Crystal Report).

• Efficient data handling

IR-Hull is designed to be a standalone application. All the

input data, modeling data, output data are stored in a

single file with an extension of “IRClass”.

Conclusion

IR-Hull is a software package which enables users to

digitalize the compliance checks of ship designs against

IRClass Rules. The software is capable of carrying out quick

assessments and can help in optimizing the ship designs. It

provides clarity in interpretation of Class Rules. It

encourages the adoption of technology in Indian shipping

industry.

Figure 2 Screenshot of the software

16

Post the Earth Summit in 2012 at Rio, efforts have

been underway all over the world to replace the use of

fossil fuels, linked to climate change, with alternative

sources of energy. The attempt is starting to bear fruit

in Kochi, the economic capital of Kerala.

The State Water Transport Department (SWTD) of

Kochi, Kerala, has placed an order for a 75 PAX solar

powered ferry with M/s NavAlt Solar & Electric Boats,

which is to be designed in technical collaboration with a

French engineering firm Alten. The ferry will be classed

with IRClass. The CEO of M/s. NavAlt Solar & Electric

Boats, Mr. Sandith Thandassery, has shared several

design, feasibility and economic aspects about the ferry.

Undoubtedly, Solar boats are significantly better than

conventional boats because they:

• do not pollute water

• do not release harmful emissions in air

• are very silent and comfortable for passengers

• have low vibrations

• no smell of diesel or petrol

• have lower cost of ownership (high initial cost but

relatively lower operating cost)

The process of solar boat design is different from that

of a conventional boat. So much so that it can be

termed as “solar boat design philosophy.” A successful

solar boat requires two different but critical focus

areas:

• Minimizing required propulsion power

• Optimization of Energy management

Reduction in Propulsion power

The first critical step is to drastically reduce the

propulsion power compared to a conventional boat.

This can be achieved in five ways.

1) Almost always an adopted practice for solar

passenger boat is to make the boat as a multi-hull,

usually catamaran, which ensures a lower

resistance for the same displacement and speed.

This also has higher stability compared to a single

hull vessel. Designing a solar boat as a catamaran

has an added benefit of having larger deck area

for providing solar panels.

2) The propulsion power required by the boat can

also be reduced by lowering the drag of the hull.

This can be achieved by optimizing the hull form

using the latest techniques like computational

fluid dynamics (CFD). The hull shape has to be

optimized for the operational condition

(displacement, draft, trim, speed) so that the

resistance of the boat is minimum. Fore-body and

aft-body shape is optimized to get best results.

3) Another approach to minimizing the propulsion

power is by reducing the weight of the boat. The

greatest contributor to a boat weight is the hull.

Solar boats are almost always built of composite

(FRP, carbon fibre) or aluminum. The

superstructure of the boat is also constructed of

similar lightweight material. Every single item

that goes into the boat is checked to meet two

conditions:

i. Is it necessary; can it be avoided?

ii. Can it be lighter?

4) The propeller design itself is critical to ensure

that power delivered to the propeller is converted

to useful thrust. It usually leads to larger propeller

diameter and optimum rotating speed (RPM),

pitch and area ratio to give the highest efficient

propeller, usually close to 55%.

5) Apart from the above mentioned major factors,

the other minor aspects that affect propulsion

power demand also need to be taken care i.e.

flow to propeller, clearances, shaft bearing,

rudder design, etc.

Once all of the above are incorporated, the

propulsion power needed for a solar passenger boat

compared to a conventional boat becomes half as

compared to the composite boat and less than

one-third of that of a steel boat.

Optimization in Energy management

Motors have to withstand the rugged marine

conditions and continuous usage. For larger systems of

more than 6 kW load, the motors may be 3 phase AC

motors (synchronous or asynchronous). A suitable

controller would vary the speed/power input and

thereby vary the speed of the boat. The shafting also

contains a thrust bearing to protect the motor from

direct axial load and transfer the propeller thrust

efficiently to the hull.

Panel Size and Battery Bank

The other two critical components of a Solar propelled

boat are the panel size and the battery bank, both of

which are dictated by the total power requirement of

the ship through a single day and the average intensity

of sunlight in the region. This shall then need to be

justified with the available area on the boat for

installation of solar panels. Usually the effort is to

maximize this area available since the cost of power

from solar energy is cheaper than its alternative fuel.

A number of factors play up in calculation of average

solar units of a location. The total energy available

during the day from solar panel depends on the

location and weather condition. Locations closer to

equator receives more direct sun rays than those far

away. Further, a bright sunny day generates more solar

units than a cloudy day.

The panel charging time is usually calculated from 8 AM

to 5 PM in summer, in places like Kerala which are closer

to the equator. The rate of charging increases as the sun

peaks at about 1-2 PM. The available energy from the

sun varies with the months of year as well. For

example, in Kerala the average for the month ranges

from 4.68 in June to 6.83 standard sun in March. The

average for the whole year is 5.72. For a cloudy day

these might be close to one-third.

The panel size thus arrived should not only cater to the

propulsion system, but also charge the battery bank

for use up to 6 to 10 hours. Therefore, to arrive at a

panel size, we can take “propulsion load + Battery

Power”. The depth of discharge allowed for a longer

life of battery depends on the type of battery which

will in turn drive the battery bank size. For example,

lithium batteries can be discharged by 80% compared

to 50% for lead-acid batteries. At this depth of

discharge, lithium batteries have a life of 2500 cycles

compared to 500 for lead acid batteries.

The system of battery, battery management system

(BMS), motor controller and motors together are

called as powertrain. Unlike cruise boat that runs for

only 3 to 4 hours a day, ferries need to run for 6 to 10

hours a day. This means the powertrain installed needs

to be of higher reliability, ruggedness and efficiency.

Usually, therefore, lithium based batteries (iron

magnesium phosphate being safer) are preferred for

such systems. Additional safety features usually include

independent auto-bilge pump in all compartments.

Economic Analysis

Almost always a common question that is asked is

whether the solar boat is worth the expense? Well!

The designers are highly affirmative about it. Large

solar ferries are usually four times costlier than a

conventional single hull steel ferry. However, if one

raises the ergonomics and safety standards (built

under classification society) of the conventional boat

to that of solar ferries the ratio is close to 1.5.

The consumables cost (fuel and lubes) is usually

INR 20-25 lakhs for a large conventional ferry

compared to zero for solar ferries. Diesel engines and

steel hull structure have higher maintenance

compared to electric motors and FRP hull. According

to the designers, the total operating costs of a

conventional ferry comes to about INR 25-30 lakhs

per year. If one adds the carbon credit, government

subsidy, and then do an economic analysis, the

break-even period of a solar ferry is as low as two

years.

The design has fetched NavAlt several accolades from

the media as well as other agencies.

The details of the ferry being built at Kochi

The vessel is a GRP catamaran solar-powered

passenger ferry with passenger capacity of 75 pax.

Intended for operation in the Vaikom-Thavanakadavu

route in Kerala.

Main Particulars:

Type: Catamaran

Length OA: 20.00 m

Breadth OA: 7.00 m (w/o fender)

Breadth (demi-hull):1.50 m

Depth moulded: 1.60 m

Draft: 0.80m

Trial speed: 5.5 knots in deep water

Prime Mover: 2 X 20 KW electric motors

Propulsion: 2 nos. Ni-Al-Bronze FPP

The electric propulsion motors to be powered by

solar panels mounted on the coach roof and by the

standby battery bank located in each demi hull.

Mr. C. Sriramamurthy, Chief Operating Officer of

IRClass, is an inspiration to all in the maritime

industry in general and IRClass in particular. He hails

from a humble background and with his simplicity,

modesty, warm smile and clear vision, he has

successfully nurtured and transformed IRClass into

an internationally well respected organization.

On the occasion of his superannuation, Mr. Sriramamurthy

spoke to Touch of Class – our in-house magazine.

Touch of Class (TOC): Good Morning Mr. C.

Sriramamurthy. Thank you for your time today.

You have been associated with IRClass for a long

time and have been part of the growth story of the

organization. Can you share with us when, how and

why did you join IRClass?

Mr. C. Sriramamurthy (CS): I joined IRClass in March

1989. Prior to joining here, I started my career in

Mogul line LTD and rose to the rank of Chief

Engineer.In 198,2. at the time of taking over vessel

“MV Lok Maheshwari” as a chief engineer in

Hindustan Shipyard, I met Mr Madhok, then

Surveyor-in-Charge of Vizag Survey Station, for the

first time. This initiated my interest in the works of

Classification Society. As technical persons, we often

come across instances where we needed advice from

Class Surveyors. I was impressed by the knowledge

and problem solving ability surveyors

had and so was mot ivated to jo in IRC las s .

I had many subsequent positive interactions with

IRClass which then encouraged me to approach

Mr. Madhok for a position in the organization.

Furtunately for me, there was a vacancy and I was

recruited as an Engineer Surveyor in March 1989.

TOC: How many years have you invested in IRClass

and how was your career journey? Please tell us

about your various postings?

CS: In March 1989, I joined IRClass Vizag and I was

there for a long time; rising from Surveyor to

Sr.Surveyor, then as Surveyor-In-Charge of Vizag

Survey Station.

As the organization grew, I was given many new

assignments and had executed all to the best of my

abilities. I recall one of the toughest times was in

year 2000 when the organization assigned me the

responsibility to open an office in China, which was

booming with new constructions and ship repairs.

My only contacts in China were a handful of shipyard

personnel in Qingdao and the management wanted

a set up the office in Shanghai.

So I started inquiring with my known sources and one

of them asked me “Why do you want to open an office

in Shanghai where the cost of living is very high and

with hardly any shipyards? Why don’t you open an

office in Qingdao where connectivity is much better?” .

Now this prompted me to find out more about

Qingdao – going through the past three years’

analysis of shipyards, vessels coming for repairs etc.

The percentage of ships seen in Shanghai were

negligible compared with Qingdao. So I suggested

to the Management that Qingdao will be much

better choice for the time being over Shanghai, and

this was readily accepted.

Things started moving very fast from that point, I

had to move to China on very short notice leaving

behind my family and a daughter studying in 11st

standard [which is a critical stage in schooling

period]. I was posted there for 3 years.

I returned to Vizag in year 2004 after successfully

establishing IRClass office in Qingdao. In 2007, I took

up the responsibility as Surveyor-In-Charge of

Mumbai Survey Station and from 2008 as HOD

Classification. Subsequently, I became the Divisional

Head of Ships in Service department and then took

over as Chief Operating Officer in September 2012.

TOC: Please tell us how your family has supported

you in your journey with IRClass and how did all of

you find your association with IRClass?

CS: My family has supported me throughout my

journey in IRClass. When I took up the job at IRClass,

I told my wife very clearly that the pay is much lower

as compared to seafaring roles, since I’ll be onshore.

Also, during my tenure in China, she managed our

home and children in spite of being alone for three

years. There is no doubt that my family has provided

unwavering support to me and has never

complained in any manner.

TOC: Please tell us about the different stages of

your career in IRClass and the challenges, you faced

over the years?

C.S: Challenges are a part and parcel of professional

life. Initially when I started my career, IRClass was

proposing owners to dual class existing ships,

which prompted owners to ask questions like, “We

already have one classification society; why should

we dual class the vessels? ”.

Few owners/operators were not too receptive and

at times we were told to wait outside till the

master finishes his work. But by and large, IRClass

received enthusiastic response from all the

stakeholders without which our growth would not

have been possible.

During the time, I was in China, there were many

technological advances taking place, which paved

the way for the Electronic Era. With the assistance

from the China Survey Station staff, we converted

forms and checklists into digital online formats at

that time.

Once, one of my Chinese colleagues asked as to,

how I survived on vegetarian food, I used to give

the example of elephants, which eat only grass but

are much stronger animals. Personally, being a

vegetarian and not knowing language, was a

major challenge.

TOC: What is your message to the employees of

IRClass? How should they lead their personal life

and profession life? Please give them some tips !

C.S: Always remember that technology is changing

the way we live, interact and work, Maritime sector is

no different. We need to be open to adopt and drive

new technologies and innovations. Both, at personal

and professional levels, if we are not in sync, we will

be left out. Further, always discharge your duties

with integrity, identify and pursue your goals, this will

take you to greater heights.

TOC: What according to you is the role of

employees in ensuring the progress and success of

the organization? What do you expect from

them?

C.S: Employees are our greatest asset as it is through

them that IRClass conveys its character and

commitment to the world. And we are a team just

like the organs in a human body. Each one of us

needs to work towards the goals set out by the

organization to achieve excellence in our services to

the maritime community. We should continuously

learn, evolve, upgrade and innovate to make IRClass

“The Class by Choice”.

TOC: How do you think IRClass has faired through

these 40 years?

C.S: IRClass was formed in the year 1975 with a small

office in SCI (Shipping Corporation of India)

premises. To start with, we had taken a loan from

shipowners through INSA (Indian National

Shipowners Association) which we paid back within

2 – 3 years’ time. We have sustained through

rendering our services to the entire satisfaction of

our customers, although we met with some

skepticism.

We have faced many challenging phases in the last

40 years but have made steady progress . In the year

1991, we became an associate member of IACS and

later in 2010 we got the full membership from IACS.

[International Association of Classification Societies].

Today, our fleet stands at 11.3 million Gross Tons

with more than 1600 vessels, of which about 80%

are single classed.

We have 27 flag recognitions including Panama,

Marshall Island, Liberia, Bahamas etc. and our port

state control record is excellent for the last 5 years

i.e. nil RO related detentions. We are looking

forward to the E.U. recognition which is round the

corner.

I wish that we will continue to progress in this

fashion to reach greater heights.

We interact with all stakeholders including

administrations, ship owners, designers, builders

and operators on regular basis. Through these

interactions, we have built their confidence in us.

TOC: Please share with the readers of Touch of Class

the general wisdom and learning in life from your

point of view.

C.S: Please have a balance in the work and social life .You

must have satisfaction in what you are doing. As

long as you are doing your work diligently, you will

be able to overcome any hurdles that come along

your way.

TOC: Thank you Sir, for your time and on behalf of

our team of TOC, we wish you success in all your

future Endeavour.

C.S: Thank you.

Those of us who have had a stint with Indian Navy are

aware of the special Rules that apply to building and

maintaining Naval Ships. For those holding portfolios

purely in merchant shipping know that the

international statutes do not apply to the vessels

owned by Navies across the world. IRClass, in the

recent past, was involved in classification of

non-combatant vessels, including yard crafts (e.g. such

as tugs, ferries, fuel and water barges etc.), ensuring

compliance with the published Rules & Regulations.

Subsequently, these vessels do not maintain class.

Since, there is a considerable increase in the workload

on naval maintenance facilities, due to increase in the

fleet size, Indian Navy has now decided to maintain class

of their yard crafts with IRClass. This will subject the

vessel to periodic surveys and any repair/maintenance

work can be identified at an early stage.

The first ever yard craft to have received our

‘Certificate of Class’ is vessel “Neelam” posted

out of Kochi Naval Base. The certificate was

handed over by then Chairman and Managing

Director (now Executive Chairman) of Indian

Register of Shipping, Mr Arun Sharma on 05

April 2016, at Kochi, to Vice Admiral Girish

Luthra, AVSM VSM, the then Flag Officer

Commanding-in-Chief Southern Naval Command

(presently Flag Officer Commanding-in-Chief

Western Naval Command).

There are about 60-70 yard crafts posted at the

5 key Command Head Quarters of Indian Navy,

namely,Visakhapatnam, Kochi, Mumbai, Karwar

and Port Blair. IRClass is committed to be

associated with Indian Navy in this endeavour

and hopes to further the relationship in future.

Introduction

IR-Hull Rule Scantling Calculation Software

assists users to verify the compliance of ship

designs with the Rules and Regulations for

Construction and Classification of Steel Ships

set forth by Indian Register of Shipping

(IRClass). This software has been developed

indigenously by the Technical Software

Development and Management (TSDM) team

of Indian Register of Shipping.

Need for a Rule Scantling Calculation Software

Verification of compliance of scantlings with

Class Rules is a fundamental part of Ship design

process. Scantling compliance checks are iterative

processes which also aid in optimizing design

requirements of the ship. Digitalization of

scantling rule verification process will help to

expedite the complex and repetitive calculations

involved in the traditional methods followed by

users.

IRClass has taken a step forward to ease out

application of rules for customers by releasing

IR-HULL software to the stakeholders of marine

and ship building industry.

Figure 1 Flowchart representation of framework

Framework of IR-HULL Software

Key Features

• Intuitive modeler

IR-Hull has an intuitive modeler with smart CAD

features. Following are the steps involved in the

modeling of a ship section.

As many of you already know, IRClass is currently

active on two global social media networks:

LinkedIn and Twitter.

Building awareness of IRClass in the international

markets via social media is one of our core focus

points moving ahead, and we are pleased with the

start we have made.

We currently have 2600+ followers on LinkedIn who

actively participate and like, comment and share our

updates to their network. On Twitter, our handle is

@irclass. We currently have 100+ followers. This

number is also growing, and you can help that:

We request all our team members, customers,

associates to follow us and regularly visit IRClass on

LinkedIn and Twitter to stay abreast with the latest

news, updates and events at IRClass. Please feel free

to share, like, tweet and comment on our posts.

We actively encourage good, responsible use of

social media by all to promote and enhance the

growing reputation of IRClass.

If you have any queries regarding IRClass’ social

media presence please drop in a line to us on

bizdev@irclass.org

IRClass on Social Media

We are active on LinkedIn and Twitter!

17

1) Drawing the ship section

2) Assigning dimensions and material properties to the

section

3) Assigning compartment information to structural

members in the model

The software has in-built libraries of standard materials and

stiffener profiles. An option to mirror the symmetric

half-sections with properties is also provided in this intuitive

modeler.

• Panel approach to scantling checks

Panels are the un-stiffened part of the plating between

stiffeners and/or primary supporting members. The detection

of such panels is automated in the application. Based on its

location and compartment information, the application

identifies the rules applicable to each panel and their

associated longitudinal. The minimum required scantlings as

per rules are compared with the designer proposed values.

• Check for longitudinal strength

The section modulus and longitudinal strength assessments

are carried out for all the modeled entities. Deductions to

account for openings are included in the section modulus

assessment. Structural members can be excluded from the

calculations manually, if they do not contribute in

longitudinal strength calculations as per the rules. The

provided sectional property values (moment of inertia and

section modulus at neutral axis) at any transverse section are

compared with the rule minimum requirements.

• Buckling computation

The buckling strength of the members, contributing to the

longitudinal strength and subject to compressive stress, is

assessed in this module. The panels and stiffeners subject to

compressive stresses in various loading conditions are

analyzed for their critical buckling stresses. The critical

buckling stress of every member is compared with the

induced compressive stresses due to sagging and hogging

state of a ship.

• Calculations for transverse elements

Members which are not continuous in the longitudinal

direction, like transverse bulkheads, bottom floors, side

main frames, deck transverses etc., can’t be modeled in the

application. However tools are provided to verify

scantlings of such members by manual input. Other useful

tools like angle property calculator, bottom slamming

assessor and end attachment are also available in the

software.

• Comprehensive reporting module

The software is equipped with a comprehensive reporting

module wherein the summary and detailed reports for all

the analyses performed can be viewed. Summary reports

are useful to quickly view the compliance of structural

members to Class rules. The reports can be exported to

multiple formats such as .xls (Microsoft Excel), .pdf (Adobe

Acrobat), .rpt (Crystal Report).

• Efficient data handling

IR-Hull is designed to be a standalone application. All the

input data, modeling data, output data are stored in a

single file with an extension of “IRClass”.

Conclusion

IR-Hull is a software package which enables users to

digitalize the compliance checks of ship designs against

IRClass Rules. The software is capable of carrying out quick

assessments and can help in optimizing the ship designs. It

provides clarity in interpretation of Class Rules. It

encourages the adoption of technology in Indian shipping

industry.

Figure 2 Screenshot of the software

Post the Earth Summit in 2012 at Rio, efforts have

been underway all over the world to replace the use of

fossil fuels, linked to climate change, with alternative

sources of energy. The attempt is starting to bear fruit

in Kochi, the economic capital of Kerala.

The State Water Transport Department (SWTD) of

Kochi, Kerala, has placed an order for a 75 PAX solar

powered ferry with M/s NavAlt Solar & Electric Boats,

which is to be designed in technical collaboration with a

French engineering firm Alten. The ferry will be classed

with IRClass. The CEO of M/s. NavAlt Solar & Electric

Boats, Mr. Sandith Thandassery, has shared several

design, feasibility and economic aspects about the ferry.

Undoubtedly, Solar boats are significantly better than

conventional boats because they:

• do not pollute water

• do not release harmful emissions in air

• are very silent and comfortable for passengers

• have low vibrations

• no smell of diesel or petrol

• have lower cost of ownership (high initial cost but

relatively lower operating cost)

The process of solar boat design is different from that

of a conventional boat. So much so that it can be

termed as “solar boat design philosophy.” A successful

solar boat requires two different but critical focus

areas:

• Minimizing required propulsion power

• Optimization of Energy management

Reduction in Propulsion power

The first critical step is to drastically reduce the

propulsion power compared to a conventional boat.

This can be achieved in five ways.

1) Almost always an adopted practice for solar

passenger boat is to make the boat as a multi-hull,

usually catamaran, which ensures a lower

resistance for the same displacement and speed.

This also has higher stability compared to a single

hull vessel. Designing a solar boat as a catamaran

has an added benefit of having larger deck area

for providing solar panels.

2) The propulsion power required by the boat can

also be reduced by lowering the drag of the hull.

This can be achieved by optimizing the hull form

using the latest techniques like computational

fluid dynamics (CFD). The hull shape has to be

optimized for the operational condition

(displacement, draft, trim, speed) so that the

resistance of the boat is minimum. Fore-body and

aft-body shape is optimized to get best results.

3) Another approach to minimizing the propulsion

power is by reducing the weight of the boat. The

greatest contributor to a boat weight is the hull.

Solar boats are almost always built of composite

(FRP, carbon fibre) or aluminum. The

superstructure of the boat is also constructed of

similar lightweight material. Every single item

that goes into the boat is checked to meet two

conditions:

i. Is it necessary; can it be avoided?

ii. Can it be lighter?

4) The propeller design itself is critical to ensure

that power delivered to the propeller is converted

to useful thrust. It usually leads to larger propeller

diameter and optimum rotating speed (RPM),

pitch and area ratio to give the highest efficient

propeller, usually close to 55%.

5) Apart from the above mentioned major factors,

the other minor aspects that affect propulsion

power demand also need to be taken care i.e.

flow to propeller, clearances, shaft bearing,

rudder design, etc.

Once all of the above are incorporated, the

propulsion power needed for a solar passenger boat

compared to a conventional boat becomes half as

compared to the composite boat and less than

one-third of that of a steel boat.

Optimization in Energy management

Motors have to withstand the rugged marine

conditions and continuous usage. For larger systems of

more than 6 kW load, the motors may be 3 phase AC

motors (synchronous or asynchronous). A suitable

controller would vary the speed/power input and

thereby vary the speed of the boat. The shafting also

contains a thrust bearing to protect the motor from

direct axial load and transfer the propeller thrust

efficiently to the hull.

Panel Size and Battery Bank

The other two critical components of a Solar propelled

boat are the panel size and the battery bank, both of

which are dictated by the total power requirement of

the ship through a single day and the average intensity

of sunlight in the region. This shall then need to be

justified with the available area on the boat for

installation of solar panels. Usually the effort is to

maximize this area available since the cost of power

from solar energy is cheaper than its alternative fuel.

A number of factors play up in calculation of average

solar units of a location. The total energy available

during the day from solar panel depends on the

location and weather condition. Locations closer to

equator receives more direct sun rays than those far

away. Further, a bright sunny day generates more solar

units than a cloudy day.

The panel charging time is usually calculated from 8 AM

to 5 PM in summer, in places like Kerala which are closer

to the equator. The rate of charging increases as the sun

peaks at about 1-2 PM. The available energy from the

sun varies with the months of year as well. For

example, in Kerala the average for the month ranges

from 4.68 in June to 6.83 standard sun in March. The

average for the whole year is 5.72. For a cloudy day

these might be close to one-third.

The panel size thus arrived should not only cater to the

propulsion system, but also charge the battery bank

for use up to 6 to 10 hours. Therefore, to arrive at a

panel size, we can take “propulsion load + Battery

Power”. The depth of discharge allowed for a longer

life of battery depends on the type of battery which

will in turn drive the battery bank size. For example,

lithium batteries can be discharged by 80% compared

to 50% for lead-acid batteries. At this depth of

discharge, lithium batteries have a life of 2500 cycles

compared to 500 for lead acid batteries.

The system of battery, battery management system

(BMS), motor controller and motors together are

called as powertrain. Unlike cruise boat that runs for

only 3 to 4 hours a day, ferries need to run for 6 to 10

hours a day. This means the powertrain installed needs

to be of higher reliability, ruggedness and efficiency.

Usually, therefore, lithium based batteries (iron

magnesium phosphate being safer) are preferred for

such systems. Additional safety features usually include

independent auto-bilge pump in all compartments.

Economic Analysis

Almost always a common question that is asked is

whether the solar boat is worth the expense? Well!

The designers are highly affirmative about it. Large

solar ferries are usually four times costlier than a

conventional single hull steel ferry. However, if one

raises the ergonomics and safety standards (built

under classification society) of the conventional boat

to that of solar ferries the ratio is close to 1.5.

The consumables cost (fuel and lubes) is usually

INR 20-25 lakhs for a large conventional ferry

compared to zero for solar ferries. Diesel engines and

steel hull structure have higher maintenance

compared to electric motors and FRP hull. According

to the designers, the total operating costs of a

conventional ferry comes to about INR 25-30 lakhs

per year. If one adds the carbon credit, government

subsidy, and then do an economic analysis, the

break-even period of a solar ferry is as low as two

years.

The design has fetched NavAlt several accolades from

the media as well as other agencies.

The details of the ferry being built at Kochi

The vessel is a GRP catamaran solar-powered

passenger ferry with passenger capacity of 75 pax.

Intended for operation in the Vaikom-Thavanakadavu

route in Kerala.

Main Particulars:

Type: Catamaran

Length OA: 20.00 m

Breadth OA: 7.00 m (w/o fender)

Breadth (demi-hull):1.50 m

Depth moulded: 1.60 m

Draft: 0.80m

Trial speed: 5.5 knots in deep water

Prime Mover: 2 X 20 KW electric motors

Propulsion: 2 nos. Ni-Al-Bronze FPP

The electric propulsion motors to be powered by

solar panels mounted on the coach roof and by the

standby battery bank located in each demi hull.

Mr. C. Sriramamurthy, Chief Operating Officer of

IRClass, is an inspiration to all in the maritime

industry in general and IRClass in particular. He hails

from a humble background and with his simplicity,

modesty, warm smile and clear vision, he has

successfully nurtured and transformed IRClass into

an internationally well respected organization.

On the occasion of his superannuation, Mr. Sriramamurthy

spoke to Touch of Class – our in-house magazine.

Touch of Class (TOC): Good Morning Mr. C.

Sriramamurthy. Thank you for your time today.

You have been associated with IRClass for a long

time and have been part of the growth story of the

organization. Can you share with us when, how and

why did you join IRClass?

Mr. C. Sriramamurthy (CS): I joined IRClass in March

1989. Prior to joining here, I started my career in

Mogul line LTD and rose to the rank of Chief

Engineer.In 198,2. at the time of taking over vessel

“MV Lok Maheshwari” as a chief engineer in

Hindustan Shipyard, I met Mr Madhok, then

Surveyor-in-Charge of Vizag Survey Station, for the

first time. This initiated my interest in the works of

Classification Society. As technical persons, we often

come across instances where we needed advice from

Class Surveyors. I was impressed by the knowledge

and problem solving ability surveyors

had and so was mot ivated to jo in IRC las s .

I had many subsequent positive interactions with

IRClass which then encouraged me to approach

Mr. Madhok for a position in the organization.

Furtunately for me, there was a vacancy and I was

recruited as an Engineer Surveyor in March 1989.

TOC: How many years have you invested in IRClass

and how was your career journey? Please tell us

about your various postings?

CS: In March 1989, I joined IRClass Vizag and I was

there for a long time; rising from Surveyor to

Sr.Surveyor, then as Surveyor-In-Charge of Vizag

Survey Station.

As the organization grew, I was given many new

assignments and had executed all to the best of my

abilities. I recall one of the toughest times was in

year 2000 when the organization assigned me the

responsibility to open an office in China, which was

booming with new constructions and ship repairs.

My only contacts in China were a handful of shipyard

personnel in Qingdao and the management wanted

a set up the office in Shanghai.

So I started inquiring with my known sources and one

of them asked me “Why do you want to open an office

in Shanghai where the cost of living is very high and

with hardly any shipyards? Why don’t you open an

office in Qingdao where connectivity is much better?” .

Now this prompted me to find out more about

Qingdao – going through the past three years’

analysis of shipyards, vessels coming for repairs etc.

The percentage of ships seen in Shanghai were

negligible compared with Qingdao. So I suggested

to the Management that Qingdao will be much

better choice for the time being over Shanghai, and

this was readily accepted.

Things started moving very fast from that point, I

had to move to China on very short notice leaving

behind my family and a daughter studying in 11st

standard [which is a critical stage in schooling

period]. I was posted there for 3 years.

I returned to Vizag in year 2004 after successfully

establishing IRClass office in Qingdao. In 2007, I took

up the responsibility as Surveyor-In-Charge of

Mumbai Survey Station and from 2008 as HOD

Classification. Subsequently, I became the Divisional

Head of Ships in Service department and then took

over as Chief Operating Officer in September 2012.

TOC: Please tell us how your family has supported

you in your journey with IRClass and how did all of

you find your association with IRClass?

CS: My family has supported me throughout my

journey in IRClass. When I took up the job at IRClass,

I told my wife very clearly that the pay is much lower

as compared to seafaring roles, since I’ll be onshore.

Also, during my tenure in China, she managed our

home and children in spite of being alone for three

years. There is no doubt that my family has provided

unwavering support to me and has never

complained in any manner.

TOC: Please tell us about the different stages of

your career in IRClass and the challenges, you faced

over the years?

C.S: Challenges are a part and parcel of professional

life. Initially when I started my career, IRClass was

proposing owners to dual class existing ships,

which prompted owners to ask questions like, “We

already have one classification society; why should

we dual class the vessels? ”.

Few owners/operators were not too receptive and

at times we were told to wait outside till the

master finishes his work. But by and large, IRClass

received enthusiastic response from all the

stakeholders without which our growth would not

have been possible.

During the time, I was in China, there were many

technological advances taking place, which paved

the way for the Electronic Era. With the assistance

from the China Survey Station staff, we converted

forms and checklists into digital online formats at

that time.

Once, one of my Chinese colleagues asked as to,

how I survived on vegetarian food, I used to give

the example of elephants, which eat only grass but

are much stronger animals. Personally, being a

vegetarian and not knowing language, was a

major challenge.

TOC: What is your message to the employees of

IRClass? How should they lead their personal life

and profession life? Please give them some tips !

C.S: Always remember that technology is changing

the way we live, interact and work, Maritime sector is

no different. We need to be open to adopt and drive

new technologies and innovations. Both, at personal

and professional levels, if we are not in sync, we will

be left out. Further, always discharge your duties

with integrity, identify and pursue your goals, this will

take you to greater heights.

TOC: What according to you is the role of

employees in ensuring the progress and success of

the organization? What do you expect from

them?

C.S: Employees are our greatest asset as it is through

them that IRClass conveys its character and

commitment to the world. And we are a team just

like the organs in a human body. Each one of us

needs to work towards the goals set out by the

organization to achieve excellence in our services to

the maritime community. We should continuously

learn, evolve, upgrade and innovate to make IRClass

“The Class by Choice”.

TOC: How do you think IRClass has faired through

these 40 years?

C.S: IRClass was formed in the year 1975 with a small

office in SCI (Shipping Corporation of India)

premises. To start with, we had taken a loan from

shipowners through INSA (Indian National

Shipowners Association) which we paid back within

2 – 3 years’ time. We have sustained through

rendering our services to the entire satisfaction of

our customers, although we met with some

skepticism.

We have faced many challenging phases in the last

40 years but have made steady progress . In the year

1991, we became an associate member of IACS and

later in 2010 we got the full membership from IACS.

[International Association of Classification Societies].

Today, our fleet stands at 11.3 million Gross Tons

with more than 1600 vessels, of which about 80%

are single classed.

We have 27 flag recognitions including Panama,

Marshall Island, Liberia, Bahamas etc. and our port

state control record is excellent for the last 5 years

i.e. nil RO related detentions. We are looking

forward to the E.U. recognition which is round the

corner.

I wish that we will continue to progress in this

fashion to reach greater heights.

We interact with all stakeholders including

administrations, ship owners, designers, builders

and operators on regular basis. Through these

interactions, we have built their confidence in us.

TOC: Please share with the readers of Touch of Class

the general wisdom and learning in life from your

point of view.

C.S: Please have a balance in the work and social life .You

must have satisfaction in what you are doing. As

long as you are doing your work diligently, you will

be able to overcome any hurdles that come along

your way.

TOC: Thank you Sir, for your time and on behalf of

our team of TOC, we wish you success in all your

future Endeavour.

C.S: Thank you.

Those of us who have had a stint with Indian Navy are

aware of the special Rules that apply to building and

maintaining Naval Ships. For those holding portfolios

purely in merchant shipping know that the

international statutes do not apply to the vessels

owned by Navies across the world. IRClass, in the

recent past, was involved in classification of

non-combatant vessels, including yard crafts (e.g. such

as tugs, ferries, fuel and water barges etc.), ensuring

compliance with the published Rules & Regulations.

Subsequently, these vessels do not maintain class.

Since, there is a considerable increase in the workload

on naval maintenance facilities, due to increase in the

fleet size, Indian Navy has now decided to maintain class

of their yard crafts with IRClass. This will subject the

vessel to periodic surveys and any repair/maintenance

work can be identified at an early stage.

The first ever yard craft to have received our

‘Certificate of Class’ is vessel “Neelam” posted

out of Kochi Naval Base. The certificate was

handed over by then Chairman and Managing

Director (now Executive Chairman) of Indian

Register of Shipping, Mr Arun Sharma on 05

April 2016, at Kochi, to Vice Admiral Girish

Luthra, AVSM VSM, the then Flag Officer

Commanding-in-Chief Southern Naval Command

(presently Flag Officer Commanding-in-Chief

Western Naval Command).

There are about 60-70 yard crafts posted at the

5 key Command Head Quarters of Indian Navy,

namely,Visakhapatnam, Kochi, Mumbai, Karwar

and Port Blair. IRClass is committed to be

associated with Indian Navy in this endeavour

and hopes to further the relationship in future.

Introduction

IR-Hull Rule Scantling Calculation Software

assists users to verify the compliance of ship

designs with the Rules and Regulations for

Construction and Classification of Steel Ships

set forth by Indian Register of Shipping

(IRClass). This software has been developed

indigenously by the Technical Software

Development and Management (TSDM) team

of Indian Register of Shipping.

Need for a Rule Scantling Calculation Software

Verification of compliance of scantlings with

Class Rules is a fundamental part of Ship design

process. Scantling compliance checks are iterative

processes which also aid in optimizing design

requirements of the ship. Digitalization of

scantling rule verification process will help to

expedite the complex and repetitive calculations

involved in the traditional methods followed by

users.

IRClass has taken a step forward to ease out

application of rules for customers by releasing

IR-HULL software to the stakeholders of marine

and ship building industry.

Figure 1 Flowchart representation of framework

Framework of IR-HULL Software

Key Features

• Intuitive modeler

IR-Hull has an intuitive modeler with smart CAD

features. Following are the steps involved in the

modeling of a ship section.

As many of you already know, IRClass is currently

active on two global social media networks:

LinkedIn and Twitter.

Building awareness of IRClass in the international

markets via social media is one of our core focus

points moving ahead, and we are pleased with the

start we have made.

We currently have 2600+ followers on LinkedIn who

actively participate and like, comment and share our

updates to their network. On Twitter, our handle is

@irclass. We currently have 100+ followers. This

number is also growing, and you can help that:

We request all our team members, customers,

associates to follow us and regularly visit IRClass on

LinkedIn and Twitter to stay abreast with the latest

news, updates and events at IRClass. Please feel free

to share, like, tweet and comment on our posts.

We actively encourage good, responsible use of

social media by all to promote and enhance the

growing reputation of IRClass.

If you have any queries regarding IRClass’ social

media presence please drop in a line to us on

bizdev@irclass.org

1) Drawing the ship section

2) Assigning dimensions and material properties to the

section

3) Assigning compartment information to structural

members in the model

The software has in-built libraries of standard materials and

stiffener profiles. An option to mirror the symmetric

half-sections with properties is also provided in this intuitive

modeler.

• Panel approach to scantling checks

Panels are the un-stiffened part of the plating between

stiffeners and/or primary supporting members. The detection

of such panels is automated in the application. Based on its

location and compartment information, the application

identifies the rules applicable to each panel and their

associated longitudinal. The minimum required scantlings as

per rules are compared with the designer proposed values.

• Check for longitudinal strength

The section modulus and longitudinal strength assessments

are carried out for all the modeled entities. Deductions to

account for openings are included in the section modulus

assessment. Structural members can be excluded from the

calculations manually, if they do not contribute in

longitudinal strength calculations as per the rules. The

provided sectional property values (moment of inertia and

section modulus at neutral axis) at any transverse section are

compared with the rule minimum requirements.

• Buckling computation

The buckling strength of the members, contributing to the

longitudinal strength and subject to compressive stress, is

assessed in this module. The panels and stiffeners subject to

compressive stresses in various loading conditions are

analyzed for their critical buckling stresses. The critical

buckling stress of every member is compared with the

induced compressive stresses due to sagging and hogging

state of a ship.

• Calculations for transverse elements

Members which are not continuous in the longitudinal

direction, like transverse bulkheads, bottom floors, side

main frames, deck transverses etc., can’t be modeled in the

application. However tools are provided to verify

scantlings of such members by manual input. Other useful

tools like angle property calculator, bottom slamming

assessor and end attachment are also available in the

software.

• Comprehensive reporting module

The software is equipped with a comprehensive reporting

module wherein the summary and detailed reports for all

the analyses performed can be viewed. Summary reports

are useful to quickly view the compliance of structural

members to Class rules. The reports can be exported to

multiple formats such as .xls (Microsoft Excel), .pdf (Adobe

Acrobat), .rpt (Crystal Report).

• Efficient data handling

IR-Hull is designed to be a standalone application. All the

input data, modeling data, output data are stored in a

single file with an extension of “IRClass”.

Conclusion

IR-Hull is a software package which enables users to

digitalize the compliance checks of ship designs against

IRClass Rules. The software is capable of carrying out quick

assessments and can help in optimizing the ship designs. It

provides clarity in interpretation of Class Rules. It

encourages the adoption of technology in Indian shipping

industry.

Figure 2 Screenshot of the software

IRCLASS @irclass Sep 6#IRClass establishes presence in Hong Kong to serve East Asia Pacific Region http://bit.ly/2cbPH9N

IRClass releases IR-HULL softwareirclass.org IRClass, the Indian classif ication society, today announced the release ofits new technical software, IR-HULL. IR-HULL was developed by IRClass specifically to verify all ..

IRCLASS RetweetedIHS Maritime & Trade @IHS4Maritime Aug 11#India’s IRClass set to broaden coverage with #EU recognition http://bit.ly/2aYg3sC #maritime #shipping

IRClass establishes Hong Kong presence to serve expanding East Asian markets betterirclass.org Indian Register of Shipping (IRClass), announces the setting up of a new regional office in Hong Kong to serve the dynamic East Asia region.

Indian Register of Shipping IRClass receives recognition from European Union

Indian Register of Shipping IRClass establishes presence in Hong Kong to serve East Asia Pacific region

IRClass receives recognition from European Unionirclass.org On 1st August, 2016, the European Commission adopted a decision granting recognition to the Indian Register of Shipping (IRS) in accordance with Regulation (EC) No. 391/2009 of the European Parliament.

IRCLASS@irclass Sep 28Indian Register of Shipping launches #IRClass Maritime Mobile Application and revamped website#WorldMaritimeDay @IMOHQ @shipmin_india

Indian Register of Shipping IRClass releases IR-Hull Software

Indian Register of Shipping IRClass strengthens it’s senior management structure

IRClass strengthens its Senior Management structureirclass.org In a move to strengthen its senior management structure, The Indian Register of Shipping (IRClass) ...

18

Whats’ Happening

Post the Earth Summit in 2012 at Rio, efforts have

been underway all over the world to replace the use of

fossil fuels, linked to climate change, with alternative

sources of energy. The attempt is starting to bear fruit

in Kochi, the economic capital of Kerala.

The State Water Transport Department (SWTD) of

Kochi, Kerala, has placed an order for a 75 PAX solar

powered ferry with M/s NavAlt Solar & Electric Boats,

which is to be designed in technical collaboration with a

French engineering firm Alten. The ferry will be classed

with IRClass. The CEO of M/s. NavAlt Solar & Electric

Boats, Mr. Sandith Thandassery, has shared several

design, feasibility and economic aspects about the ferry.

Undoubtedly, Solar boats are significantly better than

conventional boats because they:

• do not pollute water

• do not release harmful emissions in air

• are very silent and comfortable for passengers

• have low vibrations

• no smell of diesel or petrol

• have lower cost of ownership (high initial cost but

relatively lower operating cost)

The process of solar boat design is different from that

of a conventional boat. So much so that it can be

termed as “solar boat design philosophy.” A successful

solar boat requires two different but critical focus

areas:

• Minimizing required propulsion power

• Optimization of Energy management

Reduction in Propulsion power

The first critical step is to drastically reduce the

propulsion power compared to a conventional boat.

This can be achieved in five ways.

1) Almost always an adopted practice for solar

passenger boat is to make the boat as a multi-hull,

usually catamaran, which ensures a lower

resistance for the same displacement and speed.

This also has higher stability compared to a single

hull vessel. Designing a solar boat as a catamaran

has an added benefit of having larger deck area

for providing solar panels.

2) The propulsion power required by the boat can

also be reduced by lowering the drag of the hull.

This can be achieved by optimizing the hull form

using the latest techniques like computational

fluid dynamics (CFD). The hull shape has to be

optimized for the operational condition

(displacement, draft, trim, speed) so that the

resistance of the boat is minimum. Fore-body and

aft-body shape is optimized to get best results.

3) Another approach to minimizing the propulsion

power is by reducing the weight of the boat. The

greatest contributor to a boat weight is the hull.

Solar boats are almost always built of composite

(FRP, carbon fibre) or aluminum. The

superstructure of the boat is also constructed of

similar lightweight material. Every single item

that goes into the boat is checked to meet two

conditions:

i. Is it necessary; can it be avoided?

ii. Can it be lighter?

4) The propeller design itself is critical to ensure

that power delivered to the propeller is converted

to useful thrust. It usually leads to larger propeller

diameter and optimum rotating speed (RPM),

pitch and area ratio to give the highest efficient

propeller, usually close to 55%.

5) Apart from the above mentioned major factors,

the other minor aspects that affect propulsion

power demand also need to be taken care i.e.

flow to propeller, clearances, shaft bearing,

rudder design, etc.

Once all of the above are incorporated, the

propulsion power needed for a solar passenger boat

compared to a conventional boat becomes half as

compared to the composite boat and less than

one-third of that of a steel boat.

Optimization in Energy management

Motors have to withstand the rugged marine

conditions and continuous usage. For larger systems of

more than 6 kW load, the motors may be 3 phase AC

motors (synchronous or asynchronous). A suitable

controller would vary the speed/power input and

thereby vary the speed of the boat. The shafting also

contains a thrust bearing to protect the motor from

direct axial load and transfer the propeller thrust

efficiently to the hull.

Panel Size and Battery Bank

The other two critical components of a Solar propelled

boat are the panel size and the battery bank, both of

which are dictated by the total power requirement of

the ship through a single day and the average intensity

of sunlight in the region. This shall then need to be

justified with the available area on the boat for

installation of solar panels. Usually the effort is to

maximize this area available since the cost of power

from solar energy is cheaper than its alternative fuel.

A number of factors play up in calculation of average

solar units of a location. The total energy available

during the day from solar panel depends on the

location and weather condition. Locations closer to

equator receives more direct sun rays than those far

away. Further, a bright sunny day generates more solar

units than a cloudy day.

The panel charging time is usually calculated from 8 AM

to 5 PM in summer, in places like Kerala which are closer

to the equator. The rate of charging increases as the sun

peaks at about 1-2 PM. The available energy from the

sun varies with the months of year as well. For

example, in Kerala the average for the month ranges

from 4.68 in June to 6.83 standard sun in March. The

average for the whole year is 5.72. For a cloudy day

these might be close to one-third.

The panel size thus arrived should not only cater to the

propulsion system, but also charge the battery bank

for use up to 6 to 10 hours. Therefore, to arrive at a

panel size, we can take “propulsion load + Battery

Power”. The depth of discharge allowed for a longer

life of battery depends on the type of battery which

will in turn drive the battery bank size. For example,

lithium batteries can be discharged by 80% compared

to 50% for lead-acid batteries. At this depth of

discharge, lithium batteries have a life of 2500 cycles

compared to 500 for lead acid batteries.

The system of battery, battery management system

(BMS), motor controller and motors together are

called as powertrain. Unlike cruise boat that runs for

only 3 to 4 hours a day, ferries need to run for 6 to 10

hours a day. This means the powertrain installed needs

to be of higher reliability, ruggedness and efficiency.

Usually, therefore, lithium based batteries (iron

magnesium phosphate being safer) are preferred for

such systems. Additional safety features usually include

independent auto-bilge pump in all compartments.

Economic Analysis

Almost always a common question that is asked is

whether the solar boat is worth the expense? Well!

The designers are highly affirmative about it. Large

solar ferries are usually four times costlier than a

conventional single hull steel ferry. However, if one

raises the ergonomics and safety standards (built

under classification society) of the conventional boat

to that of solar ferries the ratio is close to 1.5.

The consumables cost (fuel and lubes) is usually

INR 20-25 lakhs for a large conventional ferry

compared to zero for solar ferries. Diesel engines and

steel hull structure have higher maintenance

compared to electric motors and FRP hull. According

to the designers, the total operating costs of a

conventional ferry comes to about INR 25-30 lakhs

per year. If one adds the carbon credit, government

subsidy, and then do an economic analysis, the

break-even period of a solar ferry is as low as two

years.

The design has fetched NavAlt several accolades from

the media as well as other agencies.

The details of the ferry being built at Kochi

The vessel is a GRP catamaran solar-powered

passenger ferry with passenger capacity of 75 pax.

Intended for operation in the Vaikom-Thavanakadavu

route in Kerala.

Main Particulars:

Type: Catamaran

Length OA: 20.00 m

Breadth OA: 7.00 m (w/o fender)

Breadth (demi-hull):1.50 m

Depth moulded: 1.60 m

Draft: 0.80m

Trial speed: 5.5 knots in deep water

Prime Mover: 2 X 20 KW electric motors

Propulsion: 2 nos. Ni-Al-Bronze FPP

The electric propulsion motors to be powered by

solar panels mounted on the coach roof and by the

standby battery bank located in each demi hull.

Mr. C. Sriramamurthy, Chief Operating Officer of

IRClass, is an inspiration to all in the maritime

industry in general and IRClass in particular. He hails

from a humble background and with his simplicity,

modesty, warm smile and clear vision, he has

successfully nurtured and transformed IRClass into

an internationally well respected organization.

On the occasion of his superannuation, Mr. Sriramamurthy

spoke to Touch of Class – our in-house magazine.

Touch of Class (TOC): Good Morning Mr. C.

Sriramamurthy. Thank you for your time today.

You have been associated with IRClass for a long

time and have been part of the growth story of the

organization. Can you share with us when, how and

why did you join IRClass?

Mr. C. Sriramamurthy (CS): I joined IRClass in March

1989. Prior to joining here, I started my career in

Mogul line LTD and rose to the rank of Chief

Engineer.In 198,2. at the time of taking over vessel

“MV Lok Maheshwari” as a chief engineer in

Hindustan Shipyard, I met Mr Madhok, then

Surveyor-in-Charge of Vizag Survey Station, for the

first time. This initiated my interest in the works of

Classification Society. As technical persons, we often

come across instances where we needed advice from

Class Surveyors. I was impressed by the knowledge

and problem solving ability surveyors

had and so was mot ivated to jo in IRC las s .

I had many subsequent positive interactions with

IRClass which then encouraged me to approach

Mr. Madhok for a position in the organization.

Furtunately for me, there was a vacancy and I was

recruited as an Engineer Surveyor in March 1989.

TOC: How many years have you invested in IRClass

and how was your career journey? Please tell us

about your various postings?

CS: In March 1989, I joined IRClass Vizag and I was

there for a long time; rising from Surveyor to

Sr.Surveyor, then as Surveyor-In-Charge of Vizag

Survey Station.

As the organization grew, I was given many new

assignments and had executed all to the best of my

abilities. I recall one of the toughest times was in

year 2000 when the organization assigned me the

responsibility to open an office in China, which was

booming with new constructions and ship repairs.

My only contacts in China were a handful of shipyard

personnel in Qingdao and the management wanted

a set up the office in Shanghai.

So I started inquiring with my known sources and one

of them asked me “Why do you want to open an office

in Shanghai where the cost of living is very high and

with hardly any shipyards? Why don’t you open an

office in Qingdao where connectivity is much better?” .

Now this prompted me to find out more about

Qingdao – going through the past three years’

analysis of shipyards, vessels coming for repairs etc.

The percentage of ships seen in Shanghai were

negligible compared with Qingdao. So I suggested

to the Management that Qingdao will be much

better choice for the time being over Shanghai, and

this was readily accepted.

Things started moving very fast from that point, I

had to move to China on very short notice leaving

behind my family and a daughter studying in 11st

standard [which is a critical stage in schooling

period]. I was posted there for 3 years.

I returned to Vizag in year 2004 after successfully

establishing IRClass office in Qingdao. In 2007, I took

up the responsibility as Surveyor-In-Charge of

Mumbai Survey Station and from 2008 as HOD

Classification. Subsequently, I became the Divisional

Head of Ships in Service department and then took

over as Chief Operating Officer in September 2012.

TOC: Please tell us how your family has supported

you in your journey with IRClass and how did all of

you find your association with IRClass?

CS: My family has supported me throughout my

journey in IRClass. When I took up the job at IRClass,

I told my wife very clearly that the pay is much lower

as compared to seafaring roles, since I’ll be onshore.

Also, during my tenure in China, she managed our

home and children in spite of being alone for three

years. There is no doubt that my family has provided

unwavering support to me and has never

complained in any manner.

TOC: Please tell us about the different stages of

your career in IRClass and the challenges, you faced

over the years?

C.S: Challenges are a part and parcel of professional

life. Initially when I started my career, IRClass was

proposing owners to dual class existing ships,

which prompted owners to ask questions like, “We

already have one classification society; why should

we dual class the vessels? ”.

Few owners/operators were not too receptive and

at times we were told to wait outside till the

master finishes his work. But by and large, IRClass

received enthusiastic response from all the

stakeholders without which our growth would not

have been possible.

During the time, I was in China, there were many

technological advances taking place, which paved

the way for the Electronic Era. With the assistance

from the China Survey Station staff, we converted

forms and checklists into digital online formats at

that time.

Once, one of my Chinese colleagues asked as to,

how I survived on vegetarian food, I used to give

the example of elephants, which eat only grass but

are much stronger animals. Personally, being a

vegetarian and not knowing language, was a

major challenge.

TOC: What is your message to the employees of

IRClass? How should they lead their personal life

and profession life? Please give them some tips !

C.S: Always remember that technology is changing

the way we live, interact and work, Maritime sector is

no different. We need to be open to adopt and drive

new technologies and innovations. Both, at personal

and professional levels, if we are not in sync, we will

be left out. Further, always discharge your duties

with integrity, identify and pursue your goals, this will

take you to greater heights.

TOC: What according to you is the role of

employees in ensuring the progress and success of

the organization? What do you expect from

them?

C.S: Employees are our greatest asset as it is through

them that IRClass conveys its character and

commitment to the world. And we are a team just

like the organs in a human body. Each one of us

needs to work towards the goals set out by the

organization to achieve excellence in our services to

the maritime community. We should continuously

learn, evolve, upgrade and innovate to make IRClass

“The Class by Choice”.

TOC: How do you think IRClass has faired through

these 40 years?

C.S: IRClass was formed in the year 1975 with a small

office in SCI (Shipping Corporation of India)

premises. To start with, we had taken a loan from

shipowners through INSA (Indian National

Shipowners Association) which we paid back within

2 – 3 years’ time. We have sustained through

rendering our services to the entire satisfaction of

our customers, although we met with some

skepticism.

We have faced many challenging phases in the last

40 years but have made steady progress . In the year

1991, we became an associate member of IACS and

later in 2010 we got the full membership from IACS.

[International Association of Classification Societies].

Today, our fleet stands at 11.3 million Gross Tons

with more than 1600 vessels, of which about 80%

are single classed.

We have 27 flag recognitions including Panama,

Marshall Island, Liberia, Bahamas etc. and our port

state control record is excellent for the last 5 years

i.e. nil RO related detentions. We are looking

forward to the E.U. recognition which is round the

corner.

I wish that we will continue to progress in this

fashion to reach greater heights.

We interact with all stakeholders including

administrations, ship owners, designers, builders

and operators on regular basis. Through these

interactions, we have built their confidence in us.

TOC: Please share with the readers of Touch of Class

the general wisdom and learning in life from your

point of view.

C.S: Please have a balance in the work and social life .You

must have satisfaction in what you are doing. As

long as you are doing your work diligently, you will

be able to overcome any hurdles that come along

your way.

TOC: Thank you Sir, for your time and on behalf of

our team of TOC, we wish you success in all your

future Endeavour.

C.S: Thank you.

Those of us who have had a stint with Indian Navy are

aware of the special Rules that apply to building and

maintaining Naval Ships. For those holding portfolios

purely in merchant shipping know that the

international statutes do not apply to the vessels

owned by Navies across the world. IRClass, in the

recent past, was involved in classification of

non-combatant vessels, including yard crafts (e.g. such

as tugs, ferries, fuel and water barges etc.), ensuring

compliance with the published Rules & Regulations.

Subsequently, these vessels do not maintain class.

Since, there is a considerable increase in the workload

on naval maintenance facilities, due to increase in the

fleet size, Indian Navy has now decided to maintain class

of their yard crafts with IRClass. This will subject the

vessel to periodic surveys and any repair/maintenance

work can be identified at an early stage.

The first ever yard craft to have received our

‘Certificate of Class’ is vessel “Neelam” posted

out of Kochi Naval Base. The certificate was

handed over by then Chairman and Managing

Director (now Executive Chairman) of Indian

Register of Shipping, Mr Arun Sharma on 05

April 2016, at Kochi, to Vice Admiral Girish

Luthra, AVSM VSM, the then Flag Officer

Commanding-in-Chief Southern Naval Command

(presently Flag Officer Commanding-in-Chief

Western Naval Command).

There are about 60-70 yard crafts posted at the

5 key Command Head Quarters of Indian Navy,

namely,Visakhapatnam, Kochi, Mumbai, Karwar

and Port Blair. IRClass is committed to be

associated with Indian Navy in this endeavour

and hopes to further the relationship in future.

Introduction

IR-Hull Rule Scantling Calculation Software

assists users to verify the compliance of ship

designs with the Rules and Regulations for

Construction and Classification of Steel Ships

set forth by Indian Register of Shipping

(IRClass). This software has been developed

indigenously by the Technical Software

Development and Management (TSDM) team

of Indian Register of Shipping.

Need for a Rule Scantling Calculation Software

Verification of compliance of scantlings with

Class Rules is a fundamental part of Ship design

process. Scantling compliance checks are iterative

processes which also aid in optimizing design

requirements of the ship. Digitalization of

scantling rule verification process will help to

expedite the complex and repetitive calculations

involved in the traditional methods followed by

users.

IRClass has taken a step forward to ease out

application of rules for customers by releasing

IR-HULL software to the stakeholders of marine

and ship building industry.

Figure 1 Flowchart representation of framework

Framework of IR-HULL Software

Key Features

• Intuitive modeler

IR-Hull has an intuitive modeler with smart CAD

features. Following are the steps involved in the

modeling of a ship section.

As many of you already know, IRClass is currently

active on two global social media networks:

LinkedIn and Twitter.

Building awareness of IRClass in the international

markets via social media is one of our core focus

points moving ahead, and we are pleased with the

start we have made.

We currently have 2600+ followers on LinkedIn who

actively participate and like, comment and share our

updates to their network. On Twitter, our handle is

@irclass. We currently have 100+ followers. This

number is also growing, and you can help that:

We request all our team members, customers,

associates to follow us and regularly visit IRClass on

LinkedIn and Twitter to stay abreast with the latest

news, updates and events at IRClass. Please feel free

to share, like, tweet and comment on our posts.

We actively encourage good, responsible use of

social media by all to promote and enhance the

growing reputation of IRClass.

If you have any queries regarding IRClass’ social

media presence please drop in a line to us on

bizdev@irclass.org

1) Drawing the ship section

2) Assigning dimensions and material properties to the

section

3) Assigning compartment information to structural

members in the model

The software has in-built libraries of standard materials and

stiffener profiles. An option to mirror the symmetric

half-sections with properties is also provided in this intuitive

modeler.

• Panel approach to scantling checks

Panels are the un-stiffened part of the plating between

stiffeners and/or primary supporting members. The detection

of such panels is automated in the application. Based on its

location and compartment information, the application

identifies the rules applicable to each panel and their

associated longitudinal. The minimum required scantlings as

per rules are compared with the designer proposed values.

• Check for longitudinal strength

The section modulus and longitudinal strength assessments

are carried out for all the modeled entities. Deductions to

account for openings are included in the section modulus

assessment. Structural members can be excluded from the

calculations manually, if they do not contribute in

longitudinal strength calculations as per the rules. The

provided sectional property values (moment of inertia and

section modulus at neutral axis) at any transverse section are

compared with the rule minimum requirements.

• Buckling computation

The buckling strength of the members, contributing to the

longitudinal strength and subject to compressive stress, is

assessed in this module. The panels and stiffeners subject to

compressive stresses in various loading conditions are

analyzed for their critical buckling stresses. The critical

buckling stress of every member is compared with the

induced compressive stresses due to sagging and hogging

state of a ship.

• Calculations for transverse elements

Members which are not continuous in the longitudinal

direction, like transverse bulkheads, bottom floors, side

main frames, deck transverses etc., can’t be modeled in the

application. However tools are provided to verify

scantlings of such members by manual input. Other useful

tools like angle property calculator, bottom slamming

assessor and end attachment are also available in the

software.

• Comprehensive reporting module

The software is equipped with a comprehensive reporting

module wherein the summary and detailed reports for all

the analyses performed can be viewed. Summary reports

are useful to quickly view the compliance of structural

members to Class rules. The reports can be exported to

multiple formats such as .xls (Microsoft Excel), .pdf (Adobe

Acrobat), .rpt (Crystal Report).

• Efficient data handling

IR-Hull is designed to be a standalone application. All the

input data, modeling data, output data are stored in a

single file with an extension of “IRClass”.

Conclusion

IR-Hull is a software package which enables users to

digitalize the compliance checks of ship designs against

IRClass Rules. The software is capable of carrying out quick

assessments and can help in optimizing the ship designs. It

provides clarity in interpretation of Class Rules. It

encourages the adoption of technology in Indian shipping

industry.

Figure 2 Screenshot of the software

Employee cornerSilent Heroes of IRCLASS

Mr C. Sriramamurthy has retired as Chief Operating

Officer of Indian Register of Shipping on 30th June

2016, after 26 years of excelling service.

His journey with Indian Register of Shipping began

in 1989 as a Surveyor. Ever since, has been Country

Manager and Surveyor-in-Charge for various

Indian and overseas branches. During his 3 years

tenure as COO, IRClass became RO for Bahamas,

Marshall Islands, Liberia and Malaysia flags, and

added 1 Million Gross Tonnage to its portfolio with

plans to increase substantially in coming years.

He introduced digitization like Online-Reporting-Systems,

e-plan and digital archives, established Mid-East,

Indian Subcontinent and South East Asia advisory

committees, opened 3 key offices with plans to add

6 to 7 more in near future. He has turned IRClass

from service provider to a solution provider. We

shall remain ever grateful for his untiring efforts,

guidance and direction to this organization.

Mr C. Sriramamurthy

Employee corner

Silent Heroes of IRCLASS

Mr. Shantaram Gurav, Sr. Office Assistant from our

Mumbai Survey Station has superannuated on the

30th of April 2016 after completing his dedicated

service of 35 yrs with IRClass. 35 years of dedication

and commitment from his end towards us is greatly

appreciated and cannot be expressed in words.

Mr. Shantaram joined IRClass in the year 1981. He

has been very sincere and honest in his field right

from the very beginning where he showed

patience and confidence all throughout. He was

extremely proficient in assisting the seniors and

managing the day to day activities of Mumbai

Survey Station.

Mr. Shantaram Gurav

Post the Earth Summit in 2012 at Rio, efforts have

been underway all over the world to replace the use of

fossil fuels, linked to climate change, with alternative

sources of energy. The attempt is starting to bear fruit

in Kochi, the economic capital of Kerala.

The State Water Transport Department (SWTD) of

Kochi, Kerala, has placed an order for a 75 PAX solar

powered ferry with M/s NavAlt Solar & Electric Boats,

which is to be designed in technical collaboration with a

French engineering firm Alten. The ferry will be classed

with IRClass. The CEO of M/s. NavAlt Solar & Electric

Boats, Mr. Sandith Thandassery, has shared several

design, feasibility and economic aspects about the ferry.

Undoubtedly, Solar boats are significantly better than

conventional boats because they:

• do not pollute water

• do not release harmful emissions in air

• are very silent and comfortable for passengers

• have low vibrations

• no smell of diesel or petrol

• have lower cost of ownership (high initial cost but

relatively lower operating cost)

The process of solar boat design is different from that

of a conventional boat. So much so that it can be

termed as “solar boat design philosophy.” A successful

solar boat requires two different but critical focus

areas:

• Minimizing required propulsion power

• Optimization of Energy management

Reduction in Propulsion power

The first critical step is to drastically reduce the

propulsion power compared to a conventional boat.

This can be achieved in five ways.

1) Almost always an adopted practice for solar

passenger boat is to make the boat as a multi-hull,

usually catamaran, which ensures a lower

resistance for the same displacement and speed.

This also has higher stability compared to a single

hull vessel. Designing a solar boat as a catamaran

has an added benefit of having larger deck area

for providing solar panels.

2) The propulsion power required by the boat can

also be reduced by lowering the drag of the hull.

This can be achieved by optimizing the hull form

using the latest techniques like computational

fluid dynamics (CFD). The hull shape has to be

optimized for the operational condition

(displacement, draft, trim, speed) so that the

resistance of the boat is minimum. Fore-body and

aft-body shape is optimized to get best results.

3) Another approach to minimizing the propulsion

power is by reducing the weight of the boat. The

greatest contributor to a boat weight is the hull.

Solar boats are almost always built of composite

(FRP, carbon fibre) or aluminum. The

superstructure of the boat is also constructed of

similar lightweight material. Every single item

that goes into the boat is checked to meet two

conditions:

i. Is it necessary; can it be avoided?

ii. Can it be lighter?

4) The propeller design itself is critical to ensure

that power delivered to the propeller is converted

to useful thrust. It usually leads to larger propeller

diameter and optimum rotating speed (RPM),

pitch and area ratio to give the highest efficient

propeller, usually close to 55%.

5) Apart from the above mentioned major factors,

the other minor aspects that affect propulsion

power demand also need to be taken care i.e.

flow to propeller, clearances, shaft bearing,

rudder design, etc.

Once all of the above are incorporated, the

propulsion power needed for a solar passenger boat

compared to a conventional boat becomes half as

compared to the composite boat and less than

one-third of that of a steel boat.

Optimization in Energy management

Motors have to withstand the rugged marine

conditions and continuous usage. For larger systems of

more than 6 kW load, the motors may be 3 phase AC

motors (synchronous or asynchronous). A suitable

controller would vary the speed/power input and

thereby vary the speed of the boat. The shafting also

contains a thrust bearing to protect the motor from

direct axial load and transfer the propeller thrust

efficiently to the hull.

Panel Size and Battery Bank

The other two critical components of a Solar propelled

boat are the panel size and the battery bank, both of

which are dictated by the total power requirement of

the ship through a single day and the average intensity

of sunlight in the region. This shall then need to be

justified with the available area on the boat for

installation of solar panels. Usually the effort is to

maximize this area available since the cost of power

from solar energy is cheaper than its alternative fuel.

A number of factors play up in calculation of average

solar units of a location. The total energy available

during the day from solar panel depends on the

location and weather condition. Locations closer to

equator receives more direct sun rays than those far

away. Further, a bright sunny day generates more solar

units than a cloudy day.

The panel charging time is usually calculated from 8 AM

to 5 PM in summer, in places like Kerala which are closer

to the equator. The rate of charging increases as the sun

peaks at about 1-2 PM. The available energy from the

sun varies with the months of year as well. For

example, in Kerala the average for the month ranges

from 4.68 in June to 6.83 standard sun in March. The

average for the whole year is 5.72. For a cloudy day

these might be close to one-third.

The panel size thus arrived should not only cater to the

propulsion system, but also charge the battery bank

for use up to 6 to 10 hours. Therefore, to arrive at a

panel size, we can take “propulsion load + Battery

Power”. The depth of discharge allowed for a longer

life of battery depends on the type of battery which

will in turn drive the battery bank size. For example,

lithium batteries can be discharged by 80% compared

to 50% for lead-acid batteries. At this depth of

discharge, lithium batteries have a life of 2500 cycles

compared to 500 for lead acid batteries.

The system of battery, battery management system

(BMS), motor controller and motors together are

called as powertrain. Unlike cruise boat that runs for

only 3 to 4 hours a day, ferries need to run for 6 to 10

hours a day. This means the powertrain installed needs

to be of higher reliability, ruggedness and efficiency.

Usually, therefore, lithium based batteries (iron

magnesium phosphate being safer) are preferred for

such systems. Additional safety features usually include

independent auto-bilge pump in all compartments.

Economic Analysis

Almost always a common question that is asked is

whether the solar boat is worth the expense? Well!

The designers are highly affirmative about it. Large

solar ferries are usually four times costlier than a

conventional single hull steel ferry. However, if one

raises the ergonomics and safety standards (built

under classification society) of the conventional boat

to that of solar ferries the ratio is close to 1.5.

The consumables cost (fuel and lubes) is usually

INR 20-25 lakhs for a large conventional ferry

compared to zero for solar ferries. Diesel engines and

steel hull structure have higher maintenance

compared to electric motors and FRP hull. According

to the designers, the total operating costs of a

conventional ferry comes to about INR 25-30 lakhs

per year. If one adds the carbon credit, government

subsidy, and then do an economic analysis, the

break-even period of a solar ferry is as low as two

years.

The design has fetched NavAlt several accolades from

the media as well as other agencies.

The details of the ferry being built at Kochi

The vessel is a GRP catamaran solar-powered

passenger ferry with passenger capacity of 75 pax.

Intended for operation in the Vaikom-Thavanakadavu

route in Kerala.

Main Particulars:

Type: Catamaran

Length OA: 20.00 m

Breadth OA: 7.00 m (w/o fender)

Breadth (demi-hull):1.50 m

Depth moulded: 1.60 m

Draft: 0.80m

Trial speed: 5.5 knots in deep water

Prime Mover: 2 X 20 KW electric motors

Propulsion: 2 nos. Ni-Al-Bronze FPP

The electric propulsion motors to be powered by

solar panels mounted on the coach roof and by the

standby battery bank located in each demi hull.

Mr. C. Sriramamurthy, Chief Operating Officer of

IRClass, is an inspiration to all in the maritime

industry in general and IRClass in particular. He hails

from a humble background and with his simplicity,

modesty, warm smile and clear vision, he has

successfully nurtured and transformed IRClass into

an internationally well respected organization.

On the occasion of his superannuation, Mr. Sriramamurthy

spoke to Touch of Class – our in-house magazine.

Touch of Class (TOC): Good Morning Mr. C.

Sriramamurthy. Thank you for your time today.

You have been associated with IRClass for a long

time and have been part of the growth story of the

organization. Can you share with us when, how and

why did you join IRClass?

Mr. C. Sriramamurthy (CS): I joined IRClass in March

1989. Prior to joining here, I started my career in

Mogul line LTD and rose to the rank of Chief

Engineer.In 198,2. at the time of taking over vessel

“MV Lok Maheshwari” as a chief engineer in

Hindustan Shipyard, I met Mr Madhok, then

Surveyor-in-Charge of Vizag Survey Station, for the

first time. This initiated my interest in the works of

Classification Society. As technical persons, we often

come across instances where we needed advice from

Class Surveyors. I was impressed by the knowledge

and problem solving ability surveyors

had and so was mot ivated to jo in IRC las s .

I had many subsequent positive interactions with

IRClass which then encouraged me to approach

Mr. Madhok for a position in the organization.

Furtunately for me, there was a vacancy and I was

recruited as an Engineer Surveyor in March 1989.

TOC: How many years have you invested in IRClass

and how was your career journey? Please tell us

about your various postings?

CS: In March 1989, I joined IRClass Vizag and I was

there for a long time; rising from Surveyor to

Sr.Surveyor, then as Surveyor-In-Charge of Vizag

Survey Station.

As the organization grew, I was given many new

assignments and had executed all to the best of my

abilities. I recall one of the toughest times was in

year 2000 when the organization assigned me the

responsibility to open an office in China, which was

booming with new constructions and ship repairs.

My only contacts in China were a handful of shipyard

personnel in Qingdao and the management wanted

a set up the office in Shanghai.

So I started inquiring with my known sources and one

of them asked me “Why do you want to open an office

in Shanghai where the cost of living is very high and

with hardly any shipyards? Why don’t you open an

office in Qingdao where connectivity is much better?” .

Now this prompted me to find out more about

Qingdao – going through the past three years’

analysis of shipyards, vessels coming for repairs etc.

The percentage of ships seen in Shanghai were

negligible compared with Qingdao. So I suggested

to the Management that Qingdao will be much

better choice for the time being over Shanghai, and

this was readily accepted.

Things started moving very fast from that point, I

had to move to China on very short notice leaving

behind my family and a daughter studying in 11st

standard [which is a critical stage in schooling

period]. I was posted there for 3 years.

I returned to Vizag in year 2004 after successfully

establishing IRClass office in Qingdao. In 2007, I took

up the responsibility as Surveyor-In-Charge of

Mumbai Survey Station and from 2008 as HOD

Classification. Subsequently, I became the Divisional

Head of Ships in Service department and then took

over as Chief Operating Officer in September 2012.

TOC: Please tell us how your family has supported

you in your journey with IRClass and how did all of

you find your association with IRClass?

CS: My family has supported me throughout my

journey in IRClass. When I took up the job at IRClass,

I told my wife very clearly that the pay is much lower

as compared to seafaring roles, since I’ll be onshore.

Also, during my tenure in China, she managed our

home and children in spite of being alone for three

years. There is no doubt that my family has provided

unwavering support to me and has never

complained in any manner.

TOC: Please tell us about the different stages of

your career in IRClass and the challenges, you faced

over the years?

C.S: Challenges are a part and parcel of professional

life. Initially when I started my career, IRClass was

proposing owners to dual class existing ships,

which prompted owners to ask questions like, “We

already have one classification society; why should

we dual class the vessels? ”.

Few owners/operators were not too receptive and

at times we were told to wait outside till the

master finishes his work. But by and large, IRClass

received enthusiastic response from all the

stakeholders without which our growth would not

have been possible.

During the time, I was in China, there were many

technological advances taking place, which paved

the way for the Electronic Era. With the assistance

from the China Survey Station staff, we converted

forms and checklists into digital online formats at

that time.

Once, one of my Chinese colleagues asked as to,

how I survived on vegetarian food, I used to give

the example of elephants, which eat only grass but

are much stronger animals. Personally, being a

vegetarian and not knowing language, was a

major challenge.

TOC: What is your message to the employees of

IRClass? How should they lead their personal life

and profession life? Please give them some tips !

C.S: Always remember that technology is changing

the way we live, interact and work, Maritime sector is

no different. We need to be open to adopt and drive

new technologies and innovations. Both, at personal

and professional levels, if we are not in sync, we will

be left out. Further, always discharge your duties

with integrity, identify and pursue your goals, this will

take you to greater heights.

TOC: What according to you is the role of

employees in ensuring the progress and success of

the organization? What do you expect from

them?

C.S: Employees are our greatest asset as it is through

them that IRClass conveys its character and

commitment to the world. And we are a team just

like the organs in a human body. Each one of us

needs to work towards the goals set out by the

organization to achieve excellence in our services to

the maritime community. We should continuously

learn, evolve, upgrade and innovate to make IRClass

“The Class by Choice”.

TOC: How do you think IRClass has faired through

these 40 years?

C.S: IRClass was formed in the year 1975 with a small

office in SCI (Shipping Corporation of India)

premises. To start with, we had taken a loan from

shipowners through INSA (Indian National

Shipowners Association) which we paid back within

2 – 3 years’ time. We have sustained through

rendering our services to the entire satisfaction of

our customers, although we met with some

skepticism.

We have faced many challenging phases in the last

40 years but have made steady progress . In the year

1991, we became an associate member of IACS and

later in 2010 we got the full membership from IACS.

[International Association of Classification Societies].

Today, our fleet stands at 11.3 million Gross Tons

with more than 1600 vessels, of which about 80%

are single classed.

We have 27 flag recognitions including Panama,

Marshall Island, Liberia, Bahamas etc. and our port

state control record is excellent for the last 5 years

i.e. nil RO related detentions. We are looking

forward to the E.U. recognition which is round the

corner.

I wish that we will continue to progress in this

fashion to reach greater heights.

We interact with all stakeholders including

administrations, ship owners, designers, builders

and operators on regular basis. Through these

interactions, we have built their confidence in us.

TOC: Please share with the readers of Touch of Class

the general wisdom and learning in life from your

point of view.

C.S: Please have a balance in the work and social life .You

must have satisfaction in what you are doing. As

long as you are doing your work diligently, you will

be able to overcome any hurdles that come along

your way.

TOC: Thank you Sir, for your time and on behalf of

our team of TOC, we wish you success in all your

future Endeavour.

C.S: Thank you.

Those of us who have had a stint with Indian Navy are

aware of the special Rules that apply to building and

maintaining Naval Ships. For those holding portfolios

purely in merchant shipping know that the

international statutes do not apply to the vessels

owned by Navies across the world. IRClass, in the

recent past, was involved in classification of

non-combatant vessels, including yard crafts (e.g. such

as tugs, ferries, fuel and water barges etc.), ensuring

compliance with the published Rules & Regulations.

Subsequently, these vessels do not maintain class.

Since, there is a considerable increase in the workload

on naval maintenance facilities, due to increase in the

fleet size, Indian Navy has now decided to maintain class

of their yard crafts with IRClass. This will subject the

vessel to periodic surveys and any repair/maintenance

work can be identified at an early stage.

The first ever yard craft to have received our

‘Certificate of Class’ is vessel “Neelam” posted

out of Kochi Naval Base. The certificate was

handed over by then Chairman and Managing

Director (now Executive Chairman) of Indian

Register of Shipping, Mr Arun Sharma on 05

April 2016, at Kochi, to Vice Admiral Girish

Luthra, AVSM VSM, the then Flag Officer

Commanding-in-Chief Southern Naval Command

(presently Flag Officer Commanding-in-Chief

Western Naval Command).

There are about 60-70 yard crafts posted at the

5 key Command Head Quarters of Indian Navy,

namely,Visakhapatnam, Kochi, Mumbai, Karwar

and Port Blair. IRClass is committed to be

associated with Indian Navy in this endeavour

and hopes to further the relationship in future.

Introduction

IR-Hull Rule Scantling Calculation Software

assists users to verify the compliance of ship

designs with the Rules and Regulations for

Construction and Classification of Steel Ships

set forth by Indian Register of Shipping

(IRClass). This software has been developed

indigenously by the Technical Software

Development and Management (TSDM) team

of Indian Register of Shipping.

Need for a Rule Scantling Calculation Software

Verification of compliance of scantlings with

Class Rules is a fundamental part of Ship design

process. Scantling compliance checks are iterative

processes which also aid in optimizing design

requirements of the ship. Digitalization of

scantling rule verification process will help to

expedite the complex and repetitive calculations

involved in the traditional methods followed by

users.

IRClass has taken a step forward to ease out

application of rules for customers by releasing

IR-HULL software to the stakeholders of marine

and ship building industry.

Figure 1 Flowchart representation of framework

Framework of IR-HULL Software

Key Features

• Intuitive modeler

IR-Hull has an intuitive modeler with smart CAD

features. Following are the steps involved in the

modeling of a ship section.

As many of you already know, IRClass is currently

active on two global social media networks:

LinkedIn and Twitter.

Building awareness of IRClass in the international

markets via social media is one of our core focus

points moving ahead, and we are pleased with the

start we have made.

We currently have 2600+ followers on LinkedIn who

actively participate and like, comment and share our

updates to their network. On Twitter, our handle is

@irclass. We currently have 100+ followers. This

number is also growing, and you can help that:

We request all our team members, customers,

associates to follow us and regularly visit IRClass on

LinkedIn and Twitter to stay abreast with the latest

news, updates and events at IRClass. Please feel free

to share, like, tweet and comment on our posts.

We actively encourage good, responsible use of

social media by all to promote and enhance the

growing reputation of IRClass.

If you have any queries regarding IRClass’ social

media presence please drop in a line to us on

bizdev@irclass.org

Silent Heroes of IRCLASS

1) Drawing the ship section

2) Assigning dimensions and material properties to the

section

3) Assigning compartment information to structural

members in the model

The software has in-built libraries of standard materials and

stiffener profiles. An option to mirror the symmetric

half-sections with properties is also provided in this intuitive

modeler.

• Panel approach to scantling checks

Panels are the un-stiffened part of the plating between

stiffeners and/or primary supporting members. The detection

of such panels is automated in the application. Based on its

location and compartment information, the application

identifies the rules applicable to each panel and their

associated longitudinal. The minimum required scantlings as

per rules are compared with the designer proposed values.

• Check for longitudinal strength

The section modulus and longitudinal strength assessments

are carried out for all the modeled entities. Deductions to

account for openings are included in the section modulus

assessment. Structural members can be excluded from the

calculations manually, if they do not contribute in

longitudinal strength calculations as per the rules. The

provided sectional property values (moment of inertia and

section modulus at neutral axis) at any transverse section are

compared with the rule minimum requirements.

• Buckling computation

The buckling strength of the members, contributing to the

longitudinal strength and subject to compressive stress, is

assessed in this module. The panels and stiffeners subject to

compressive stresses in various loading conditions are

analyzed for their critical buckling stresses. The critical

buckling stress of every member is compared with the

induced compressive stresses due to sagging and hogging

state of a ship.

• Calculations for transverse elements

Members which are not continuous in the longitudinal

direction, like transverse bulkheads, bottom floors, side

main frames, deck transverses etc., can’t be modeled in the

application. However tools are provided to verify

scantlings of such members by manual input. Other useful

tools like angle property calculator, bottom slamming

assessor and end attachment are also available in the

software.

• Comprehensive reporting module

The software is equipped with a comprehensive reporting

module wherein the summary and detailed reports for all

the analyses performed can be viewed. Summary reports

are useful to quickly view the compliance of structural

members to Class rules. The reports can be exported to

multiple formats such as .xls (Microsoft Excel), .pdf (Adobe

Acrobat), .rpt (Crystal Report).

• Efficient data handling

IR-Hull is designed to be a standalone application. All the

input data, modeling data, output data are stored in a

single file with an extension of “IRClass”.

Conclusion

IR-Hull is a software package which enables users to

digitalize the compliance checks of ship designs against

IRClass Rules. The software is capable of carrying out quick

assessments and can help in optimizing the ship designs. It

provides clarity in interpretation of Class Rules. It

encourages the adoption of technology in Indian shipping

industry.

Figure 2 Screenshot of the software

Mr. Waman Kadam

Mr. D. Rajeshwaran, Officer from our Chennai

Survey Station superannuated on 31st May 2016

after completing his dedicated service with IRClass.

Mr. D. Rajeshwaran joined IRClass in the year 1982.

He has been an efficient and organized

professional with extensive experience in

accounting systems. His enthusiasm to put in extra

time and effort to help us meet deadlines has

demonstrated a commitment to excellence that we

have come to depend on.

Mr.Rajeshwaran has contributed 34 years of

experience to our company, and his achievements

will not be forgotten.

Wishing him the very best in the next steps of his

journey.

Mr. D. Rajeshwaran

After 39 years of dedicated service to IRClass,

Mr. Waman Kadam, Sr. Office Assistant,

Mumbai Survey Station will be superannuating on

the 30th of June 2016.

Mr. Waman began his career in 1977 in IRClass. He

has always been responsible in providing clerical

and administrative support to Mumbai Survey

Station in an effective and efficient manner. His

hard work, commitment and dedication are

worthy of admiration. Mr. Waman’s contributions

will always be valued and remembered.

We wish him the very best in his future endeavour.

Mr S Ranganathan has taken up charge Divisional Head of Plan Approval Centre.

Mr K Bharadwaj has taken over charge as Head Operations.

Post the Earth Summit in 2012 at Rio, efforts have

been underway all over the world to replace the use of

fossil fuels, linked to climate change, with alternative

sources of energy. The attempt is starting to bear fruit

in Kochi, the economic capital of Kerala.

The State Water Transport Department (SWTD) of

Kochi, Kerala, has placed an order for a 75 PAX solar

powered ferry with M/s NavAlt Solar & Electric Boats,

which is to be designed in technical collaboration with a

French engineering firm Alten. The ferry will be classed

with IRClass. The CEO of M/s. NavAlt Solar & Electric

Boats, Mr. Sandith Thandassery, has shared several

design, feasibility and economic aspects about the ferry.

Undoubtedly, Solar boats are significantly better than

conventional boats because they:

• do not pollute water

• do not release harmful emissions in air

• are very silent and comfortable for passengers

• have low vibrations

• no smell of diesel or petrol

• have lower cost of ownership (high initial cost but

relatively lower operating cost)

The process of solar boat design is different from that

of a conventional boat. So much so that it can be

termed as “solar boat design philosophy.” A successful

solar boat requires two different but critical focus

areas:

• Minimizing required propulsion power

• Optimization of Energy management

Reduction in Propulsion power

The first critical step is to drastically reduce the

propulsion power compared to a conventional boat.

This can be achieved in five ways.

1) Almost always an adopted practice for solar

passenger boat is to make the boat as a multi-hull,

usually catamaran, which ensures a lower

resistance for the same displacement and speed.

This also has higher stability compared to a single

hull vessel. Designing a solar boat as a catamaran

has an added benefit of having larger deck area

for providing solar panels.

2) The propulsion power required by the boat can

also be reduced by lowering the drag of the hull.

This can be achieved by optimizing the hull form

using the latest techniques like computational

fluid dynamics (CFD). The hull shape has to be

optimized for the operational condition

(displacement, draft, trim, speed) so that the

resistance of the boat is minimum. Fore-body and

aft-body shape is optimized to get best results.

3) Another approach to minimizing the propulsion

power is by reducing the weight of the boat. The

greatest contributor to a boat weight is the hull.

Solar boats are almost always built of composite

(FRP, carbon fibre) or aluminum. The

superstructure of the boat is also constructed of

similar lightweight material. Every single item

that goes into the boat is checked to meet two

conditions:

i. Is it necessary; can it be avoided?

ii. Can it be lighter?

4) The propeller design itself is critical to ensure

that power delivered to the propeller is converted

to useful thrust. It usually leads to larger propeller

diameter and optimum rotating speed (RPM),

pitch and area ratio to give the highest efficient

propeller, usually close to 55%.

5) Apart from the above mentioned major factors,

the other minor aspects that affect propulsion

power demand also need to be taken care i.e.

flow to propeller, clearances, shaft bearing,

rudder design, etc.

Once all of the above are incorporated, the

propulsion power needed for a solar passenger boat

compared to a conventional boat becomes half as

compared to the composite boat and less than

one-third of that of a steel boat.

Optimization in Energy management

Motors have to withstand the rugged marine

conditions and continuous usage. For larger systems of

more than 6 kW load, the motors may be 3 phase AC

motors (synchronous or asynchronous). A suitable

controller would vary the speed/power input and

thereby vary the speed of the boat. The shafting also

contains a thrust bearing to protect the motor from

direct axial load and transfer the propeller thrust

efficiently to the hull.

Panel Size and Battery Bank

The other two critical components of a Solar propelled

boat are the panel size and the battery bank, both of

which are dictated by the total power requirement of

the ship through a single day and the average intensity

of sunlight in the region. This shall then need to be

justified with the available area on the boat for

installation of solar panels. Usually the effort is to

maximize this area available since the cost of power

from solar energy is cheaper than its alternative fuel.

A number of factors play up in calculation of average

solar units of a location. The total energy available

during the day from solar panel depends on the

location and weather condition. Locations closer to

equator receives more direct sun rays than those far

away. Further, a bright sunny day generates more solar

units than a cloudy day.

The panel charging time is usually calculated from 8 AM

to 5 PM in summer, in places like Kerala which are closer

to the equator. The rate of charging increases as the sun

peaks at about 1-2 PM. The available energy from the

sun varies with the months of year as well. For

example, in Kerala the average for the month ranges

from 4.68 in June to 6.83 standard sun in March. The

average for the whole year is 5.72. For a cloudy day

these might be close to one-third.

The panel size thus arrived should not only cater to the

propulsion system, but also charge the battery bank

for use up to 6 to 10 hours. Therefore, to arrive at a

panel size, we can take “propulsion load + Battery

Power”. The depth of discharge allowed for a longer

life of battery depends on the type of battery which

will in turn drive the battery bank size. For example,

lithium batteries can be discharged by 80% compared

to 50% for lead-acid batteries. At this depth of

discharge, lithium batteries have a life of 2500 cycles

compared to 500 for lead acid batteries.

The system of battery, battery management system

(BMS), motor controller and motors together are

called as powertrain. Unlike cruise boat that runs for

only 3 to 4 hours a day, ferries need to run for 6 to 10

hours a day. This means the powertrain installed needs

to be of higher reliability, ruggedness and efficiency.

Usually, therefore, lithium based batteries (iron

magnesium phosphate being safer) are preferred for

such systems. Additional safety features usually include

independent auto-bilge pump in all compartments.

Economic Analysis

Almost always a common question that is asked is

whether the solar boat is worth the expense? Well!

The designers are highly affirmative about it. Large

solar ferries are usually four times costlier than a

conventional single hull steel ferry. However, if one

raises the ergonomics and safety standards (built

under classification society) of the conventional boat

to that of solar ferries the ratio is close to 1.5.

The consumables cost (fuel and lubes) is usually

INR 20-25 lakhs for a large conventional ferry

compared to zero for solar ferries. Diesel engines and

steel hull structure have higher maintenance

compared to electric motors and FRP hull. According

to the designers, the total operating costs of a

conventional ferry comes to about INR 25-30 lakhs

per year. If one adds the carbon credit, government

subsidy, and then do an economic analysis, the

break-even period of a solar ferry is as low as two

years.

The design has fetched NavAlt several accolades from

the media as well as other agencies.

The details of the ferry being built at Kochi

The vessel is a GRP catamaran solar-powered

passenger ferry with passenger capacity of 75 pax.

Intended for operation in the Vaikom-Thavanakadavu

route in Kerala.

Main Particulars:

Type: Catamaran

Length OA: 20.00 m

Breadth OA: 7.00 m (w/o fender)

Breadth (demi-hull):1.50 m

Depth moulded: 1.60 m

Draft: 0.80m

Trial speed: 5.5 knots in deep water

Prime Mover: 2 X 20 KW electric motors

Propulsion: 2 nos. Ni-Al-Bronze FPP

The electric propulsion motors to be powered by

solar panels mounted on the coach roof and by the

standby battery bank located in each demi hull.

Mr. C. Sriramamurthy, Chief Operating Officer of

IRClass, is an inspiration to all in the maritime

industry in general and IRClass in particular. He hails

from a humble background and with his simplicity,

modesty, warm smile and clear vision, he has

successfully nurtured and transformed IRClass into

an internationally well respected organization.

On the occasion of his superannuation, Mr. Sriramamurthy

spoke to Touch of Class – our in-house magazine.

Touch of Class (TOC): Good Morning Mr. C.

Sriramamurthy. Thank you for your time today.

You have been associated with IRClass for a long

time and have been part of the growth story of the

organization. Can you share with us when, how and

why did you join IRClass?

Mr. C. Sriramamurthy (CS): I joined IRClass in March

1989. Prior to joining here, I started my career in

Mogul line LTD and rose to the rank of Chief

Engineer.In 198,2. at the time of taking over vessel

“MV Lok Maheshwari” as a chief engineer in

Hindustan Shipyard, I met Mr Madhok, then

Surveyor-in-Charge of Vizag Survey Station, for the

first time. This initiated my interest in the works of

Classification Society. As technical persons, we often

come across instances where we needed advice from

Class Surveyors. I was impressed by the knowledge

and problem solving ability surveyors

had and so was mot ivated to jo in IRC las s .

I had many subsequent positive interactions with

IRClass which then encouraged me to approach

Mr. Madhok for a position in the organization.

Furtunately for me, there was a vacancy and I was

recruited as an Engineer Surveyor in March 1989.

TOC: How many years have you invested in IRClass

and how was your career journey? Please tell us

about your various postings?

CS: In March 1989, I joined IRClass Vizag and I was

there for a long time; rising from Surveyor to

Sr.Surveyor, then as Surveyor-In-Charge of Vizag

Survey Station.

As the organization grew, I was given many new

assignments and had executed all to the best of my

abilities. I recall one of the toughest times was in

year 2000 when the organization assigned me the

responsibility to open an office in China, which was

booming with new constructions and ship repairs.

My only contacts in China were a handful of shipyard

personnel in Qingdao and the management wanted

a set up the office in Shanghai.

So I started inquiring with my known sources and one

of them asked me “Why do you want to open an office

in Shanghai where the cost of living is very high and

with hardly any shipyards? Why don’t you open an

office in Qingdao where connectivity is much better?” .

Now this prompted me to find out more about

Qingdao – going through the past three years’

analysis of shipyards, vessels coming for repairs etc.

The percentage of ships seen in Shanghai were

negligible compared with Qingdao. So I suggested

to the Management that Qingdao will be much

better choice for the time being over Shanghai, and

this was readily accepted.

Things started moving very fast from that point, I

had to move to China on very short notice leaving

behind my family and a daughter studying in 11st

standard [which is a critical stage in schooling

period]. I was posted there for 3 years.

I returned to Vizag in year 2004 after successfully

establishing IRClass office in Qingdao. In 2007, I took

up the responsibility as Surveyor-In-Charge of

Mumbai Survey Station and from 2008 as HOD

Classification. Subsequently, I became the Divisional

Head of Ships in Service department and then took

over as Chief Operating Officer in September 2012.

TOC: Please tell us how your family has supported

you in your journey with IRClass and how did all of

you find your association with IRClass?

CS: My family has supported me throughout my

journey in IRClass. When I took up the job at IRClass,

I told my wife very clearly that the pay is much lower

as compared to seafaring roles, since I’ll be onshore.

Also, during my tenure in China, she managed our

home and children in spite of being alone for three

years. There is no doubt that my family has provided

unwavering support to me and has never

complained in any manner.

TOC: Please tell us about the different stages of

your career in IRClass and the challenges, you faced

over the years?

C.S: Challenges are a part and parcel of professional

life. Initially when I started my career, IRClass was

proposing owners to dual class existing ships,

which prompted owners to ask questions like, “We

already have one classification society; why should

we dual class the vessels? ”.

Few owners/operators were not too receptive and

at times we were told to wait outside till the

master finishes his work. But by and large, IRClass

received enthusiastic response from all the

stakeholders without which our growth would not

have been possible.

During the time, I was in China, there were many

technological advances taking place, which paved

the way for the Electronic Era. With the assistance

from the China Survey Station staff, we converted

forms and checklists into digital online formats at

that time.

Once, one of my Chinese colleagues asked as to,

how I survived on vegetarian food, I used to give

the example of elephants, which eat only grass but

are much stronger animals. Personally, being a

vegetarian and not knowing language, was a

major challenge.

TOC: What is your message to the employees of

IRClass? How should they lead their personal life

and profession life? Please give them some tips !

C.S: Always remember that technology is changing

the way we live, interact and work, Maritime sector is

no different. We need to be open to adopt and drive

new technologies and innovations. Both, at personal

and professional levels, if we are not in sync, we will

be left out. Further, always discharge your duties

with integrity, identify and pursue your goals, this will

take you to greater heights.

TOC: What according to you is the role of

employees in ensuring the progress and success of

the organization? What do you expect from

them?

C.S: Employees are our greatest asset as it is through

them that IRClass conveys its character and

commitment to the world. And we are a team just

like the organs in a human body. Each one of us

needs to work towards the goals set out by the

organization to achieve excellence in our services to

the maritime community. We should continuously

learn, evolve, upgrade and innovate to make IRClass

“The Class by Choice”.

TOC: How do you think IRClass has faired through

these 40 years?

C.S: IRClass was formed in the year 1975 with a small

office in SCI (Shipping Corporation of India)

premises. To start with, we had taken a loan from

shipowners through INSA (Indian National

Shipowners Association) which we paid back within

2 – 3 years’ time. We have sustained through

rendering our services to the entire satisfaction of

our customers, although we met with some

skepticism.

We have faced many challenging phases in the last

40 years but have made steady progress . In the year

1991, we became an associate member of IACS and

later in 2010 we got the full membership from IACS.

[International Association of Classification Societies].

Today, our fleet stands at 11.3 million Gross Tons

with more than 1600 vessels, of which about 80%

are single classed.

We have 27 flag recognitions including Panama,

Marshall Island, Liberia, Bahamas etc. and our port

state control record is excellent for the last 5 years

i.e. nil RO related detentions. We are looking

forward to the E.U. recognition which is round the

corner.

I wish that we will continue to progress in this

fashion to reach greater heights.

We interact with all stakeholders including

administrations, ship owners, designers, builders

and operators on regular basis. Through these

interactions, we have built their confidence in us.

TOC: Please share with the readers of Touch of Class

the general wisdom and learning in life from your

point of view.

C.S: Please have a balance in the work and social life .You

must have satisfaction in what you are doing. As

long as you are doing your work diligently, you will

be able to overcome any hurdles that come along

your way.

TOC: Thank you Sir, for your time and on behalf of

our team of TOC, we wish you success in all your

future Endeavour.

C.S: Thank you.

Those of us who have had a stint with Indian Navy are

aware of the special Rules that apply to building and

maintaining Naval Ships. For those holding portfolios

purely in merchant shipping know that the

international statutes do not apply to the vessels

owned by Navies across the world. IRClass, in the

recent past, was involved in classification of

non-combatant vessels, including yard crafts (e.g. such

as tugs, ferries, fuel and water barges etc.), ensuring

compliance with the published Rules & Regulations.

Subsequently, these vessels do not maintain class.

Since, there is a considerable increase in the workload

on naval maintenance facilities, due to increase in the

fleet size, Indian Navy has now decided to maintain class

of their yard crafts with IRClass. This will subject the

vessel to periodic surveys and any repair/maintenance

work can be identified at an early stage.

The first ever yard craft to have received our

‘Certificate of Class’ is vessel “Neelam” posted

out of Kochi Naval Base. The certificate was

handed over by then Chairman and Managing

Director (now Executive Chairman) of Indian

Register of Shipping, Mr Arun Sharma on 05

April 2016, at Kochi, to Vice Admiral Girish

Luthra, AVSM VSM, the then Flag Officer

Commanding-in-Chief Southern Naval Command

(presently Flag Officer Commanding-in-Chief

Western Naval Command).

There are about 60-70 yard crafts posted at the

5 key Command Head Quarters of Indian Navy,

namely,Visakhapatnam, Kochi, Mumbai, Karwar

and Port Blair. IRClass is committed to be

associated with Indian Navy in this endeavour

and hopes to further the relationship in future.

Introduction

IR-Hull Rule Scantling Calculation Software

assists users to verify the compliance of ship

designs with the Rules and Regulations for

Construction and Classification of Steel Ships

set forth by Indian Register of Shipping

(IRClass). This software has been developed

indigenously by the Technical Software

Development and Management (TSDM) team

of Indian Register of Shipping.

Need for a Rule Scantling Calculation Software

Verification of compliance of scantlings with

Class Rules is a fundamental part of Ship design

process. Scantling compliance checks are iterative

processes which also aid in optimizing design

requirements of the ship. Digitalization of

scantling rule verification process will help to

expedite the complex and repetitive calculations

involved in the traditional methods followed by

users.

IRClass has taken a step forward to ease out

application of rules for customers by releasing

IR-HULL software to the stakeholders of marine

and ship building industry.

Figure 1 Flowchart representation of framework

Framework of IR-HULL Software

Key Features

• Intuitive modeler

IR-Hull has an intuitive modeler with smart CAD

features. Following are the steps involved in the

modeling of a ship section.

As many of you already know, IRClass is currently

active on two global social media networks:

LinkedIn and Twitter.

Building awareness of IRClass in the international

markets via social media is one of our core focus

points moving ahead, and we are pleased with the

start we have made.

We currently have 2600+ followers on LinkedIn who

actively participate and like, comment and share our

updates to their network. On Twitter, our handle is

@irclass. We currently have 100+ followers. This

number is also growing, and you can help that:

We request all our team members, customers,

associates to follow us and regularly visit IRClass on

LinkedIn and Twitter to stay abreast with the latest

news, updates and events at IRClass. Please feel free

to share, like, tweet and comment on our posts.

We actively encourage good, responsible use of

social media by all to promote and enhance the

growing reputation of IRClass.

If you have any queries regarding IRClass’ social

media presence please drop in a line to us on

bizdev@irclass.org

1) Drawing the ship section

2) Assigning dimensions and material properties to the

section

3) Assigning compartment information to structural

members in the model

The software has in-built libraries of standard materials and

stiffener profiles. An option to mirror the symmetric

half-sections with properties is also provided in this intuitive

modeler.

• Panel approach to scantling checks

Panels are the un-stiffened part of the plating between

stiffeners and/or primary supporting members. The detection

of such panels is automated in the application. Based on its

location and compartment information, the application

identifies the rules applicable to each panel and their

associated longitudinal. The minimum required scantlings as

per rules are compared with the designer proposed values.

• Check for longitudinal strength

The section modulus and longitudinal strength assessments

are carried out for all the modeled entities. Deductions to

account for openings are included in the section modulus

assessment. Structural members can be excluded from the

calculations manually, if they do not contribute in

longitudinal strength calculations as per the rules. The

provided sectional property values (moment of inertia and

section modulus at neutral axis) at any transverse section are

compared with the rule minimum requirements.

• Buckling computation

The buckling strength of the members, contributing to the

longitudinal strength and subject to compressive stress, is

assessed in this module. The panels and stiffeners subject to

compressive stresses in various loading conditions are

analyzed for their critical buckling stresses. The critical

buckling stress of every member is compared with the

induced compressive stresses due to sagging and hogging

state of a ship.

• Calculations for transverse elements

Members which are not continuous in the longitudinal

direction, like transverse bulkheads, bottom floors, side

main frames, deck transverses etc., can’t be modeled in the

application. However tools are provided to verify

scantlings of such members by manual input. Other useful

tools like angle property calculator, bottom slamming

assessor and end attachment are also available in the

software.

• Comprehensive reporting module

The software is equipped with a comprehensive reporting

module wherein the summary and detailed reports for all

the analyses performed can be viewed. Summary reports

are useful to quickly view the compliance of structural

members to Class rules. The reports can be exported to

multiple formats such as .xls (Microsoft Excel), .pdf (Adobe

Acrobat), .rpt (Crystal Report).

• Efficient data handling

IR-Hull is designed to be a standalone application. All the

input data, modeling data, output data are stored in a

single file with an extension of “IRClass”.

Conclusion

IR-Hull is a software package which enables users to

digitalize the compliance checks of ship designs against

IRClass Rules. The software is capable of carrying out quick

assessments and can help in optimizing the ship designs. It

provides clarity in interpretation of Class Rules. It

encourages the adoption of technology in Indian shipping

industry.

Figure 2 Screenshot of the software

Mr CR Venugopal is promoted to Chief Surveyor and has taken over charge as Head Technical.

Promotions

Mr Tapan Kumar Sahu is promoted to Senior Principal Surveyor and has taken over charge as Divisional Head of Ships & Technical Services Division.

Post the Earth Summit in 2012 at Rio, efforts have

been underway all over the world to replace the use of

fossil fuels, linked to climate change, with alternative

sources of energy. The attempt is starting to bear fruit

in Kochi, the economic capital of Kerala.

The State Water Transport Department (SWTD) of

Kochi, Kerala, has placed an order for a 75 PAX solar

powered ferry with M/s NavAlt Solar & Electric Boats,

which is to be designed in technical collaboration with a

French engineering firm Alten. The ferry will be classed

with IRClass. The CEO of M/s. NavAlt Solar & Electric

Boats, Mr. Sandith Thandassery, has shared several

design, feasibility and economic aspects about the ferry.

Undoubtedly, Solar boats are significantly better than

conventional boats because they:

• do not pollute water

• do not release harmful emissions in air

• are very silent and comfortable for passengers

• have low vibrations

• no smell of diesel or petrol

• have lower cost of ownership (high initial cost but

relatively lower operating cost)

The process of solar boat design is different from that

of a conventional boat. So much so that it can be

termed as “solar boat design philosophy.” A successful

solar boat requires two different but critical focus

areas:

• Minimizing required propulsion power

• Optimization of Energy management

Reduction in Propulsion power

The first critical step is to drastically reduce the

propulsion power compared to a conventional boat.

This can be achieved in five ways.

1) Almost always an adopted practice for solar

passenger boat is to make the boat as a multi-hull,

usually catamaran, which ensures a lower

resistance for the same displacement and speed.

This also has higher stability compared to a single

hull vessel. Designing a solar boat as a catamaran

has an added benefit of having larger deck area

for providing solar panels.

2) The propulsion power required by the boat can

also be reduced by lowering the drag of the hull.

This can be achieved by optimizing the hull form

using the latest techniques like computational

fluid dynamics (CFD). The hull shape has to be

optimized for the operational condition

(displacement, draft, trim, speed) so that the

resistance of the boat is minimum. Fore-body and

aft-body shape is optimized to get best results.

3) Another approach to minimizing the propulsion

power is by reducing the weight of the boat. The

greatest contributor to a boat weight is the hull.

Solar boats are almost always built of composite

(FRP, carbon fibre) or aluminum. The

superstructure of the boat is also constructed of

similar lightweight material. Every single item

that goes into the boat is checked to meet two

conditions:

i. Is it necessary; can it be avoided?

ii. Can it be lighter?

4) The propeller design itself is critical to ensure

that power delivered to the propeller is converted

to useful thrust. It usually leads to larger propeller

diameter and optimum rotating speed (RPM),

pitch and area ratio to give the highest efficient

propeller, usually close to 55%.

5) Apart from the above mentioned major factors,

the other minor aspects that affect propulsion

power demand also need to be taken care i.e.

flow to propeller, clearances, shaft bearing,

rudder design, etc.

Once all of the above are incorporated, the

propulsion power needed for a solar passenger boat

compared to a conventional boat becomes half as

compared to the composite boat and less than

one-third of that of a steel boat.

Optimization in Energy management

Motors have to withstand the rugged marine

conditions and continuous usage. For larger systems of

more than 6 kW load, the motors may be 3 phase AC

motors (synchronous or asynchronous). A suitable

controller would vary the speed/power input and

thereby vary the speed of the boat. The shafting also

contains a thrust bearing to protect the motor from

direct axial load and transfer the propeller thrust

efficiently to the hull.

Panel Size and Battery Bank

The other two critical components of a Solar propelled

boat are the panel size and the battery bank, both of

which are dictated by the total power requirement of

the ship through a single day and the average intensity

of sunlight in the region. This shall then need to be

justified with the available area on the boat for

installation of solar panels. Usually the effort is to

maximize this area available since the cost of power

from solar energy is cheaper than its alternative fuel.

A number of factors play up in calculation of average

solar units of a location. The total energy available

during the day from solar panel depends on the

location and weather condition. Locations closer to

equator receives more direct sun rays than those far

away. Further, a bright sunny day generates more solar

units than a cloudy day.

The panel charging time is usually calculated from 8 AM

to 5 PM in summer, in places like Kerala which are closer

to the equator. The rate of charging increases as the sun

peaks at about 1-2 PM. The available energy from the

sun varies with the months of year as well. For

example, in Kerala the average for the month ranges

from 4.68 in June to 6.83 standard sun in March. The

average for the whole year is 5.72. For a cloudy day

these might be close to one-third.

The panel size thus arrived should not only cater to the

propulsion system, but also charge the battery bank

for use up to 6 to 10 hours. Therefore, to arrive at a

panel size, we can take “propulsion load + Battery

Power”. The depth of discharge allowed for a longer

life of battery depends on the type of battery which

will in turn drive the battery bank size. For example,

lithium batteries can be discharged by 80% compared

to 50% for lead-acid batteries. At this depth of

discharge, lithium batteries have a life of 2500 cycles

compared to 500 for lead acid batteries.

The system of battery, battery management system

(BMS), motor controller and motors together are

called as powertrain. Unlike cruise boat that runs for

only 3 to 4 hours a day, ferries need to run for 6 to 10

hours a day. This means the powertrain installed needs

to be of higher reliability, ruggedness and efficiency.

Usually, therefore, lithium based batteries (iron

magnesium phosphate being safer) are preferred for

such systems. Additional safety features usually include

independent auto-bilge pump in all compartments.

Economic Analysis

Almost always a common question that is asked is

whether the solar boat is worth the expense? Well!

The designers are highly affirmative about it. Large

solar ferries are usually four times costlier than a

conventional single hull steel ferry. However, if one

raises the ergonomics and safety standards (built

under classification society) of the conventional boat

to that of solar ferries the ratio is close to 1.5.

The consumables cost (fuel and lubes) is usually

INR 20-25 lakhs for a large conventional ferry

compared to zero for solar ferries. Diesel engines and

steel hull structure have higher maintenance

compared to electric motors and FRP hull. According

to the designers, the total operating costs of a

conventional ferry comes to about INR 25-30 lakhs

per year. If one adds the carbon credit, government

subsidy, and then do an economic analysis, the

break-even period of a solar ferry is as low as two

years.

The design has fetched NavAlt several accolades from

the media as well as other agencies.

The details of the ferry being built at Kochi

The vessel is a GRP catamaran solar-powered

passenger ferry with passenger capacity of 75 pax.

Intended for operation in the Vaikom-Thavanakadavu

route in Kerala.

Main Particulars:

Type: Catamaran

Length OA: 20.00 m

Breadth OA: 7.00 m (w/o fender)

Breadth (demi-hull):1.50 m

Depth moulded: 1.60 m

Draft: 0.80m

Trial speed: 5.5 knots in deep water

Prime Mover: 2 X 20 KW electric motors

Propulsion: 2 nos. Ni-Al-Bronze FPP

The electric propulsion motors to be powered by

solar panels mounted on the coach roof and by the

standby battery bank located in each demi hull.

Mr. C. Sriramamurthy, Chief Operating Officer of

IRClass, is an inspiration to all in the maritime

industry in general and IRClass in particular. He hails

from a humble background and with his simplicity,

modesty, warm smile and clear vision, he has

successfully nurtured and transformed IRClass into

an internationally well respected organization.

On the occasion of his superannuation, Mr. Sriramamurthy

spoke to Touch of Class – our in-house magazine.

Touch of Class (TOC): Good Morning Mr. C.

Sriramamurthy. Thank you for your time today.

You have been associated with IRClass for a long

time and have been part of the growth story of the

organization. Can you share with us when, how and

why did you join IRClass?

Mr. C. Sriramamurthy (CS): I joined IRClass in March

1989. Prior to joining here, I started my career in

Mogul line LTD and rose to the rank of Chief

Engineer.In 198,2. at the time of taking over vessel

“MV Lok Maheshwari” as a chief engineer in

Hindustan Shipyard, I met Mr Madhok, then

Surveyor-in-Charge of Vizag Survey Station, for the

first time. This initiated my interest in the works of

Classification Society. As technical persons, we often

come across instances where we needed advice from

Class Surveyors. I was impressed by the knowledge

and problem solving ability surveyors

had and so was mot ivated to jo in IRC las s .

I had many subsequent positive interactions with

IRClass which then encouraged me to approach

Mr. Madhok for a position in the organization.

Furtunately for me, there was a vacancy and I was

recruited as an Engineer Surveyor in March 1989.

TOC: How many years have you invested in IRClass

and how was your career journey? Please tell us

about your various postings?

CS: In March 1989, I joined IRClass Vizag and I was

there for a long time; rising from Surveyor to

Sr.Surveyor, then as Surveyor-In-Charge of Vizag

Survey Station.

As the organization grew, I was given many new

assignments and had executed all to the best of my

abilities. I recall one of the toughest times was in

year 2000 when the organization assigned me the

responsibility to open an office in China, which was

booming with new constructions and ship repairs.

My only contacts in China were a handful of shipyard

personnel in Qingdao and the management wanted

a set up the office in Shanghai.

So I started inquiring with my known sources and one

of them asked me “Why do you want to open an office

in Shanghai where the cost of living is very high and

with hardly any shipyards? Why don’t you open an

office in Qingdao where connectivity is much better?” .

Now this prompted me to find out more about

Qingdao – going through the past three years’

analysis of shipyards, vessels coming for repairs etc.

The percentage of ships seen in Shanghai were

negligible compared with Qingdao. So I suggested

to the Management that Qingdao will be much

better choice for the time being over Shanghai, and

this was readily accepted.

Things started moving very fast from that point, I

had to move to China on very short notice leaving

behind my family and a daughter studying in 11st

standard [which is a critical stage in schooling

period]. I was posted there for 3 years.

I returned to Vizag in year 2004 after successfully

establishing IRClass office in Qingdao. In 2007, I took

up the responsibility as Surveyor-In-Charge of

Mumbai Survey Station and from 2008 as HOD

Classification. Subsequently, I became the Divisional

Head of Ships in Service department and then took

over as Chief Operating Officer in September 2012.

TOC: Please tell us how your family has supported

you in your journey with IRClass and how did all of

you find your association with IRClass?

CS: My family has supported me throughout my

journey in IRClass. When I took up the job at IRClass,

I told my wife very clearly that the pay is much lower

as compared to seafaring roles, since I’ll be onshore.

Also, during my tenure in China, she managed our

home and children in spite of being alone for three

years. There is no doubt that my family has provided

unwavering support to me and has never

complained in any manner.

TOC: Please tell us about the different stages of

your career in IRClass and the challenges, you faced

over the years?

C.S: Challenges are a part and parcel of professional

life. Initially when I started my career, IRClass was

proposing owners to dual class existing ships,

which prompted owners to ask questions like, “We

already have one classification society; why should

we dual class the vessels? ”.

Few owners/operators were not too receptive and

at times we were told to wait outside till the

master finishes his work. But by and large, IRClass

received enthusiastic response from all the

stakeholders without which our growth would not

have been possible.

During the time, I was in China, there were many

technological advances taking place, which paved

the way for the Electronic Era. With the assistance

from the China Survey Station staff, we converted

forms and checklists into digital online formats at

that time.

Once, one of my Chinese colleagues asked as to,

how I survived on vegetarian food, I used to give

the example of elephants, which eat only grass but

are much stronger animals. Personally, being a

vegetarian and not knowing language, was a

major challenge.

TOC: What is your message to the employees of

IRClass? How should they lead their personal life

and profession life? Please give them some tips !

C.S: Always remember that technology is changing

the way we live, interact and work, Maritime sector is

no different. We need to be open to adopt and drive

new technologies and innovations. Both, at personal

and professional levels, if we are not in sync, we will

be left out. Further, always discharge your duties

with integrity, identify and pursue your goals, this will

take you to greater heights.

TOC: What according to you is the role of

employees in ensuring the progress and success of

the organization? What do you expect from

them?

C.S: Employees are our greatest asset as it is through

them that IRClass conveys its character and

commitment to the world. And we are a team just

like the organs in a human body. Each one of us

needs to work towards the goals set out by the

organization to achieve excellence in our services to

the maritime community. We should continuously

learn, evolve, upgrade and innovate to make IRClass

“The Class by Choice”.

TOC: How do you think IRClass has faired through

these 40 years?

C.S: IRClass was formed in the year 1975 with a small

office in SCI (Shipping Corporation of India)

premises. To start with, we had taken a loan from

shipowners through INSA (Indian National

Shipowners Association) which we paid back within

2 – 3 years’ time. We have sustained through

rendering our services to the entire satisfaction of

our customers, although we met with some

skepticism.

We have faced many challenging phases in the last

40 years but have made steady progress . In the year

1991, we became an associate member of IACS and

later in 2010 we got the full membership from IACS.

[International Association of Classification Societies].

Today, our fleet stands at 11.3 million Gross Tons

with more than 1600 vessels, of which about 80%

are single classed.

We have 27 flag recognitions including Panama,

Marshall Island, Liberia, Bahamas etc. and our port

state control record is excellent for the last 5 years

i.e. nil RO related detentions. We are looking

forward to the E.U. recognition which is round the

corner.

I wish that we will continue to progress in this

fashion to reach greater heights.

We interact with all stakeholders including

administrations, ship owners, designers, builders

and operators on regular basis. Through these

interactions, we have built their confidence in us.

TOC: Please share with the readers of Touch of Class

the general wisdom and learning in life from your

point of view.

C.S: Please have a balance in the work and social life .You

must have satisfaction in what you are doing. As

long as you are doing your work diligently, you will

be able to overcome any hurdles that come along

your way.

TOC: Thank you Sir, for your time and on behalf of

our team of TOC, we wish you success in all your

future Endeavour.

C.S: Thank you.

Those of us who have had a stint with Indian Navy are

aware of the special Rules that apply to building and

maintaining Naval Ships. For those holding portfolios

purely in merchant shipping know that the

international statutes do not apply to the vessels

owned by Navies across the world. IRClass, in the

recent past, was involved in classification of

non-combatant vessels, including yard crafts (e.g. such

as tugs, ferries, fuel and water barges etc.), ensuring

compliance with the published Rules & Regulations.

Subsequently, these vessels do not maintain class.

Since, there is a considerable increase in the workload

on naval maintenance facilities, due to increase in the

fleet size, Indian Navy has now decided to maintain class

of their yard crafts with IRClass. This will subject the

vessel to periodic surveys and any repair/maintenance

work can be identified at an early stage.

The first ever yard craft to have received our

‘Certificate of Class’ is vessel “Neelam” posted

out of Kochi Naval Base. The certificate was

handed over by then Chairman and Managing

Director (now Executive Chairman) of Indian

Register of Shipping, Mr Arun Sharma on 05

April 2016, at Kochi, to Vice Admiral Girish

Luthra, AVSM VSM, the then Flag Officer

Commanding-in-Chief Southern Naval Command

(presently Flag Officer Commanding-in-Chief

Western Naval Command).

There are about 60-70 yard crafts posted at the

5 key Command Head Quarters of Indian Navy,

namely,Visakhapatnam, Kochi, Mumbai, Karwar

and Port Blair. IRClass is committed to be

associated with Indian Navy in this endeavour

and hopes to further the relationship in future.

Introduction

IR-Hull Rule Scantling Calculation Software

assists users to verify the compliance of ship

designs with the Rules and Regulations for

Construction and Classification of Steel Ships

set forth by Indian Register of Shipping

(IRClass). This software has been developed

indigenously by the Technical Software

Development and Management (TSDM) team

of Indian Register of Shipping.

Need for a Rule Scantling Calculation Software

Verification of compliance of scantlings with

Class Rules is a fundamental part of Ship design

process. Scantling compliance checks are iterative

processes which also aid in optimizing design

requirements of the ship. Digitalization of

scantling rule verification process will help to

expedite the complex and repetitive calculations

involved in the traditional methods followed by

users.

IRClass has taken a step forward to ease out

application of rules for customers by releasing

IR-HULL software to the stakeholders of marine

and ship building industry.

Figure 1 Flowchart representation of framework

Framework of IR-HULL Software

Key Features

• Intuitive modeler

IR-Hull has an intuitive modeler with smart CAD

features. Following are the steps involved in the

modeling of a ship section.

As many of you already know, IRClass is currently

active on two global social media networks:

LinkedIn and Twitter.

Building awareness of IRClass in the international

markets via social media is one of our core focus

points moving ahead, and we are pleased with the

start we have made.

We currently have 2600+ followers on LinkedIn who

actively participate and like, comment and share our

updates to their network. On Twitter, our handle is

@irclass. We currently have 100+ followers. This

number is also growing, and you can help that:

We request all our team members, customers,

associates to follow us and regularly visit IRClass on

LinkedIn and Twitter to stay abreast with the latest

news, updates and events at IRClass. Please feel free

to share, like, tweet and comment on our posts.

We actively encourage good, responsible use of

social media by all to promote and enhance the

growing reputation of IRClass.

If you have any queries regarding IRClass’ social

media presence please drop in a line to us on

bizdev@irclass.org

1) Drawing the ship section

2) Assigning dimensions and material properties to the

section

3) Assigning compartment information to structural

members in the model

The software has in-built libraries of standard materials and

stiffener profiles. An option to mirror the symmetric

half-sections with properties is also provided in this intuitive

modeler.

• Panel approach to scantling checks

Panels are the un-stiffened part of the plating between

stiffeners and/or primary supporting members. The detection

of such panels is automated in the application. Based on its

location and compartment information, the application

identifies the rules applicable to each panel and their

associated longitudinal. The minimum required scantlings as

per rules are compared with the designer proposed values.

• Check for longitudinal strength

The section modulus and longitudinal strength assessments

are carried out for all the modeled entities. Deductions to

account for openings are included in the section modulus

assessment. Structural members can be excluded from the

calculations manually, if they do not contribute in

longitudinal strength calculations as per the rules. The

provided sectional property values (moment of inertia and

section modulus at neutral axis) at any transverse section are

compared with the rule minimum requirements.

• Buckling computation

The buckling strength of the members, contributing to the

longitudinal strength and subject to compressive stress, is

assessed in this module. The panels and stiffeners subject to

compressive stresses in various loading conditions are

analyzed for their critical buckling stresses. The critical

buckling stress of every member is compared with the

induced compressive stresses due to sagging and hogging

state of a ship.

• Calculations for transverse elements

Members which are not continuous in the longitudinal

direction, like transverse bulkheads, bottom floors, side

main frames, deck transverses etc., can’t be modeled in the

application. However tools are provided to verify

scantlings of such members by manual input. Other useful

tools like angle property calculator, bottom slamming

assessor and end attachment are also available in the

software.

• Comprehensive reporting module

The software is equipped with a comprehensive reporting

module wherein the summary and detailed reports for all

the analyses performed can be viewed. Summary reports

are useful to quickly view the compliance of structural

members to Class rules. The reports can be exported to

multiple formats such as .xls (Microsoft Excel), .pdf (Adobe

Acrobat), .rpt (Crystal Report).

• Efficient data handling

IR-Hull is designed to be a standalone application. All the

input data, modeling data, output data are stored in a

single file with an extension of “IRClass”.

Conclusion

IR-Hull is a software package which enables users to

digitalize the compliance checks of ship designs against

IRClass Rules. The software is capable of carrying out quick

assessments and can help in optimizing the ship designs. It

provides clarity in interpretation of Class Rules. It

encourages the adoption of technology in Indian shipping

industry.

Figure 2 Screenshot of the software

Mr Luo Bing Huang is promoted to Principal Surveyor. He is based in China.

Mr Bai Guo Ping has been promoted to Principal Surveyor. He is based in China.

Mr Sangameswaram C.S. is promoted to Principal Surveyor and is now designated as Head of Colombo Survey Station

Mr Shashinath Mishra has been promoted to Associate Vice President, and continues to head the Management System Certification Division of IRClass Systems and Solutions Pvt. Ltd.

Post the Earth Summit in 2012 at Rio, efforts have

been underway all over the world to replace the use of

fossil fuels, linked to climate change, with alternative

sources of energy. The attempt is starting to bear fruit

in Kochi, the economic capital of Kerala.

The State Water Transport Department (SWTD) of

Kochi, Kerala, has placed an order for a 75 PAX solar

powered ferry with M/s NavAlt Solar & Electric Boats,

which is to be designed in technical collaboration with a

French engineering firm Alten. The ferry will be classed

with IRClass. The CEO of M/s. NavAlt Solar & Electric

Boats, Mr. Sandith Thandassery, has shared several

design, feasibility and economic aspects about the ferry.

Undoubtedly, Solar boats are significantly better than

conventional boats because they:

• do not pollute water

• do not release harmful emissions in air

• are very silent and comfortable for passengers

• have low vibrations

• no smell of diesel or petrol

• have lower cost of ownership (high initial cost but

relatively lower operating cost)

The process of solar boat design is different from that

of a conventional boat. So much so that it can be

termed as “solar boat design philosophy.” A successful

solar boat requires two different but critical focus

areas:

• Minimizing required propulsion power

• Optimization of Energy management

Reduction in Propulsion power

The first critical step is to drastically reduce the

propulsion power compared to a conventional boat.

This can be achieved in five ways.

1) Almost always an adopted practice for solar

passenger boat is to make the boat as a multi-hull,

usually catamaran, which ensures a lower

resistance for the same displacement and speed.

This also has higher stability compared to a single

hull vessel. Designing a solar boat as a catamaran

has an added benefit of having larger deck area

for providing solar panels.

2) The propulsion power required by the boat can

also be reduced by lowering the drag of the hull.

This can be achieved by optimizing the hull form

using the latest techniques like computational

fluid dynamics (CFD). The hull shape has to be

optimized for the operational condition

(displacement, draft, trim, speed) so that the

resistance of the boat is minimum. Fore-body and

aft-body shape is optimized to get best results.

3) Another approach to minimizing the propulsion

power is by reducing the weight of the boat. The

greatest contributor to a boat weight is the hull.

Solar boats are almost always built of composite

(FRP, carbon fibre) or aluminum. The

superstructure of the boat is also constructed of

similar lightweight material. Every single item

that goes into the boat is checked to meet two

conditions:

i. Is it necessary; can it be avoided?

ii. Can it be lighter?

4) The propeller design itself is critical to ensure

that power delivered to the propeller is converted

to useful thrust. It usually leads to larger propeller

diameter and optimum rotating speed (RPM),

pitch and area ratio to give the highest efficient

propeller, usually close to 55%.

5) Apart from the above mentioned major factors,

the other minor aspects that affect propulsion

power demand also need to be taken care i.e.

flow to propeller, clearances, shaft bearing,

rudder design, etc.

Once all of the above are incorporated, the

propulsion power needed for a solar passenger boat

compared to a conventional boat becomes half as

compared to the composite boat and less than

one-third of that of a steel boat.

Optimization in Energy management

Motors have to withstand the rugged marine

conditions and continuous usage. For larger systems of

more than 6 kW load, the motors may be 3 phase AC

motors (synchronous or asynchronous). A suitable

controller would vary the speed/power input and

thereby vary the speed of the boat. The shafting also

contains a thrust bearing to protect the motor from

direct axial load and transfer the propeller thrust

efficiently to the hull.

Panel Size and Battery Bank

The other two critical components of a Solar propelled

boat are the panel size and the battery bank, both of

which are dictated by the total power requirement of

the ship through a single day and the average intensity

of sunlight in the region. This shall then need to be

justified with the available area on the boat for

installation of solar panels. Usually the effort is to

maximize this area available since the cost of power

from solar energy is cheaper than its alternative fuel.

A number of factors play up in calculation of average

solar units of a location. The total energy available

during the day from solar panel depends on the

location and weather condition. Locations closer to

equator receives more direct sun rays than those far

away. Further, a bright sunny day generates more solar

units than a cloudy day.

The panel charging time is usually calculated from 8 AM

to 5 PM in summer, in places like Kerala which are closer

to the equator. The rate of charging increases as the sun

peaks at about 1-2 PM. The available energy from the

sun varies with the months of year as well. For

example, in Kerala the average for the month ranges

from 4.68 in June to 6.83 standard sun in March. The

average for the whole year is 5.72. For a cloudy day

these might be close to one-third.

The panel size thus arrived should not only cater to the

propulsion system, but also charge the battery bank

for use up to 6 to 10 hours. Therefore, to arrive at a

panel size, we can take “propulsion load + Battery

Power”. The depth of discharge allowed for a longer

life of battery depends on the type of battery which

will in turn drive the battery bank size. For example,

lithium batteries can be discharged by 80% compared

to 50% for lead-acid batteries. At this depth of

discharge, lithium batteries have a life of 2500 cycles

compared to 500 for lead acid batteries.

The system of battery, battery management system

(BMS), motor controller and motors together are

called as powertrain. Unlike cruise boat that runs for

only 3 to 4 hours a day, ferries need to run for 6 to 10

hours a day. This means the powertrain installed needs

to be of higher reliability, ruggedness and efficiency.

Usually, therefore, lithium based batteries (iron

magnesium phosphate being safer) are preferred for

such systems. Additional safety features usually include

independent auto-bilge pump in all compartments.

Economic Analysis

Almost always a common question that is asked is

whether the solar boat is worth the expense? Well!

The designers are highly affirmative about it. Large

solar ferries are usually four times costlier than a

conventional single hull steel ferry. However, if one

raises the ergonomics and safety standards (built

under classification society) of the conventional boat

to that of solar ferries the ratio is close to 1.5.

The consumables cost (fuel and lubes) is usually

INR 20-25 lakhs for a large conventional ferry

compared to zero for solar ferries. Diesel engines and

steel hull structure have higher maintenance

compared to electric motors and FRP hull. According

to the designers, the total operating costs of a

conventional ferry comes to about INR 25-30 lakhs

per year. If one adds the carbon credit, government

subsidy, and then do an economic analysis, the

break-even period of a solar ferry is as low as two

years.

The design has fetched NavAlt several accolades from

the media as well as other agencies.

The details of the ferry being built at Kochi

The vessel is a GRP catamaran solar-powered

passenger ferry with passenger capacity of 75 pax.

Intended for operation in the Vaikom-Thavanakadavu

route in Kerala.

Main Particulars:

Type: Catamaran

Length OA: 20.00 m

Breadth OA: 7.00 m (w/o fender)

Breadth (demi-hull):1.50 m

Depth moulded: 1.60 m

Draft: 0.80m

Trial speed: 5.5 knots in deep water

Prime Mover: 2 X 20 KW electric motors

Propulsion: 2 nos. Ni-Al-Bronze FPP

The electric propulsion motors to be powered by

solar panels mounted on the coach roof and by the

standby battery bank located in each demi hull.

Mr. C. Sriramamurthy, Chief Operating Officer of

IRClass, is an inspiration to all in the maritime

industry in general and IRClass in particular. He hails

from a humble background and with his simplicity,

modesty, warm smile and clear vision, he has

successfully nurtured and transformed IRClass into

an internationally well respected organization.

On the occasion of his superannuation, Mr. Sriramamurthy

spoke to Touch of Class – our in-house magazine.

Touch of Class (TOC): Good Morning Mr. C.

Sriramamurthy. Thank you for your time today.

You have been associated with IRClass for a long

time and have been part of the growth story of the

organization. Can you share with us when, how and

why did you join IRClass?

Mr. C. Sriramamurthy (CS): I joined IRClass in March

1989. Prior to joining here, I started my career in

Mogul line LTD and rose to the rank of Chief

Engineer.In 198,2. at the time of taking over vessel

“MV Lok Maheshwari” as a chief engineer in

Hindustan Shipyard, I met Mr Madhok, then

Surveyor-in-Charge of Vizag Survey Station, for the

first time. This initiated my interest in the works of

Classification Society. As technical persons, we often

come across instances where we needed advice from

Class Surveyors. I was impressed by the knowledge

and problem solving ability surveyors

had and so was mot ivated to jo in IRC las s .

I had many subsequent positive interactions with

IRClass which then encouraged me to approach

Mr. Madhok for a position in the organization.

Furtunately for me, there was a vacancy and I was

recruited as an Engineer Surveyor in March 1989.

TOC: How many years have you invested in IRClass

and how was your career journey? Please tell us

about your various postings?

CS: In March 1989, I joined IRClass Vizag and I was

there for a long time; rising from Surveyor to

Sr.Surveyor, then as Surveyor-In-Charge of Vizag

Survey Station.

As the organization grew, I was given many new

assignments and had executed all to the best of my

abilities. I recall one of the toughest times was in

year 2000 when the organization assigned me the

responsibility to open an office in China, which was

booming with new constructions and ship repairs.

My only contacts in China were a handful of shipyard

personnel in Qingdao and the management wanted

a set up the office in Shanghai.

So I started inquiring with my known sources and one

of them asked me “Why do you want to open an office

in Shanghai where the cost of living is very high and

with hardly any shipyards? Why don’t you open an

office in Qingdao where connectivity is much better?” .

Now this prompted me to find out more about

Qingdao – going through the past three years’

analysis of shipyards, vessels coming for repairs etc.

The percentage of ships seen in Shanghai were

negligible compared with Qingdao. So I suggested

to the Management that Qingdao will be much

better choice for the time being over Shanghai, and

this was readily accepted.

Things started moving very fast from that point, I

had to move to China on very short notice leaving

behind my family and a daughter studying in 11st

standard [which is a critical stage in schooling

period]. I was posted there for 3 years.

I returned to Vizag in year 2004 after successfully

establishing IRClass office in Qingdao. In 2007, I took

up the responsibility as Surveyor-In-Charge of

Mumbai Survey Station and from 2008 as HOD

Classification. Subsequently, I became the Divisional

Head of Ships in Service department and then took

over as Chief Operating Officer in September 2012.

TOC: Please tell us how your family has supported

you in your journey with IRClass and how did all of

you find your association with IRClass?

CS: My family has supported me throughout my

journey in IRClass. When I took up the job at IRClass,

I told my wife very clearly that the pay is much lower

as compared to seafaring roles, since I’ll be onshore.

Also, during my tenure in China, she managed our

home and children in spite of being alone for three

years. There is no doubt that my family has provided

unwavering support to me and has never

complained in any manner.

TOC: Please tell us about the different stages of

your career in IRClass and the challenges, you faced

over the years?

C.S: Challenges are a part and parcel of professional

life. Initially when I started my career, IRClass was

proposing owners to dual class existing ships,

which prompted owners to ask questions like, “We

already have one classification society; why should

we dual class the vessels? ”.

Few owners/operators were not too receptive and

at times we were told to wait outside till the

master finishes his work. But by and large, IRClass

received enthusiastic response from all the

stakeholders without which our growth would not

have been possible.

During the time, I was in China, there were many

technological advances taking place, which paved

the way for the Electronic Era. With the assistance

from the China Survey Station staff, we converted

forms and checklists into digital online formats at

that time.

Once, one of my Chinese colleagues asked as to,

how I survived on vegetarian food, I used to give

the example of elephants, which eat only grass but

are much stronger animals. Personally, being a

vegetarian and not knowing language, was a

major challenge.

TOC: What is your message to the employees of

IRClass? How should they lead their personal life

and profession life? Please give them some tips !

C.S: Always remember that technology is changing

the way we live, interact and work, Maritime sector is

no different. We need to be open to adopt and drive

new technologies and innovations. Both, at personal

and professional levels, if we are not in sync, we will

be left out. Further, always discharge your duties

with integrity, identify and pursue your goals, this will

take you to greater heights.

TOC: What according to you is the role of

employees in ensuring the progress and success of

the organization? What do you expect from

them?

C.S: Employees are our greatest asset as it is through

them that IRClass conveys its character and

commitment to the world. And we are a team just

like the organs in a human body. Each one of us

needs to work towards the goals set out by the

organization to achieve excellence in our services to

the maritime community. We should continuously

learn, evolve, upgrade and innovate to make IRClass

“The Class by Choice”.

TOC: How do you think IRClass has faired through

these 40 years?

C.S: IRClass was formed in the year 1975 with a small

office in SCI (Shipping Corporation of India)

premises. To start with, we had taken a loan from

shipowners through INSA (Indian National

Shipowners Association) which we paid back within

2 – 3 years’ time. We have sustained through

rendering our services to the entire satisfaction of

our customers, although we met with some

skepticism.

We have faced many challenging phases in the last

40 years but have made steady progress . In the year

1991, we became an associate member of IACS and

later in 2010 we got the full membership from IACS.

[International Association of Classification Societies].

Today, our fleet stands at 11.3 million Gross Tons

with more than 1600 vessels, of which about 80%

are single classed.

We have 27 flag recognitions including Panama,

Marshall Island, Liberia, Bahamas etc. and our port

state control record is excellent for the last 5 years

i.e. nil RO related detentions. We are looking

forward to the E.U. recognition which is round the

corner.

I wish that we will continue to progress in this

fashion to reach greater heights.

We interact with all stakeholders including

administrations, ship owners, designers, builders

and operators on regular basis. Through these

interactions, we have built their confidence in us.

TOC: Please share with the readers of Touch of Class

the general wisdom and learning in life from your

point of view.

C.S: Please have a balance in the work and social life .You

must have satisfaction in what you are doing. As

long as you are doing your work diligently, you will

be able to overcome any hurdles that come along

your way.

TOC: Thank you Sir, for your time and on behalf of

our team of TOC, we wish you success in all your

future Endeavour.

C.S: Thank you.

Those of us who have had a stint with Indian Navy are

aware of the special Rules that apply to building and

maintaining Naval Ships. For those holding portfolios

purely in merchant shipping know that the

international statutes do not apply to the vessels

owned by Navies across the world. IRClass, in the

recent past, was involved in classification of

non-combatant vessels, including yard crafts (e.g. such

as tugs, ferries, fuel and water barges etc.), ensuring

compliance with the published Rules & Regulations.

Subsequently, these vessels do not maintain class.

Since, there is a considerable increase in the workload

on naval maintenance facilities, due to increase in the

fleet size, Indian Navy has now decided to maintain class

of their yard crafts with IRClass. This will subject the

vessel to periodic surveys and any repair/maintenance

work can be identified at an early stage.

The first ever yard craft to have received our

‘Certificate of Class’ is vessel “Neelam” posted

out of Kochi Naval Base. The certificate was

handed over by then Chairman and Managing

Director (now Executive Chairman) of Indian

Register of Shipping, Mr Arun Sharma on 05

April 2016, at Kochi, to Vice Admiral Girish

Luthra, AVSM VSM, the then Flag Officer

Commanding-in-Chief Southern Naval Command

(presently Flag Officer Commanding-in-Chief

Western Naval Command).

There are about 60-70 yard crafts posted at the

5 key Command Head Quarters of Indian Navy,

namely,Visakhapatnam, Kochi, Mumbai, Karwar

and Port Blair. IRClass is committed to be

associated with Indian Navy in this endeavour

and hopes to further the relationship in future.

Introduction

IR-Hull Rule Scantling Calculation Software

assists users to verify the compliance of ship

designs with the Rules and Regulations for

Construction and Classification of Steel Ships

set forth by Indian Register of Shipping

(IRClass). This software has been developed

indigenously by the Technical Software

Development and Management (TSDM) team

of Indian Register of Shipping.

Need for a Rule Scantling Calculation Software

Verification of compliance of scantlings with

Class Rules is a fundamental part of Ship design

process. Scantling compliance checks are iterative

processes which also aid in optimizing design

requirements of the ship. Digitalization of

scantling rule verification process will help to

expedite the complex and repetitive calculations

involved in the traditional methods followed by

users.

IRClass has taken a step forward to ease out

application of rules for customers by releasing

IR-HULL software to the stakeholders of marine

and ship building industry.

Figure 1 Flowchart representation of framework

Framework of IR-HULL Software

Key Features

• Intuitive modeler

IR-Hull has an intuitive modeler with smart CAD

features. Following are the steps involved in the

modeling of a ship section.

As many of you already know, IRClass is currently

active on two global social media networks:

LinkedIn and Twitter.

Building awareness of IRClass in the international

markets via social media is one of our core focus

points moving ahead, and we are pleased with the

start we have made.

We currently have 2600+ followers on LinkedIn who

actively participate and like, comment and share our

updates to their network. On Twitter, our handle is

@irclass. We currently have 100+ followers. This

number is also growing, and you can help that:

We request all our team members, customers,

associates to follow us and regularly visit IRClass on

LinkedIn and Twitter to stay abreast with the latest

news, updates and events at IRClass. Please feel free

to share, like, tweet and comment on our posts.

We actively encourage good, responsible use of

social media by all to promote and enhance the

growing reputation of IRClass.

If you have any queries regarding IRClass’ social

media presence please drop in a line to us on

bizdev@irclass.org

1) Drawing the ship section

2) Assigning dimensions and material properties to the

section

3) Assigning compartment information to structural

members in the model

The software has in-built libraries of standard materials and

stiffener profiles. An option to mirror the symmetric

half-sections with properties is also provided in this intuitive

modeler.

• Panel approach to scantling checks

Panels are the un-stiffened part of the plating between

stiffeners and/or primary supporting members. The detection

of such panels is automated in the application. Based on its

location and compartment information, the application

identifies the rules applicable to each panel and their

associated longitudinal. The minimum required scantlings as

per rules are compared with the designer proposed values.

• Check for longitudinal strength

The section modulus and longitudinal strength assessments

are carried out for all the modeled entities. Deductions to

account for openings are included in the section modulus

assessment. Structural members can be excluded from the

calculations manually, if they do not contribute in

longitudinal strength calculations as per the rules. The

provided sectional property values (moment of inertia and

section modulus at neutral axis) at any transverse section are

compared with the rule minimum requirements.

• Buckling computation

The buckling strength of the members, contributing to the

longitudinal strength and subject to compressive stress, is

assessed in this module. The panels and stiffeners subject to

compressive stresses in various loading conditions are

analyzed for their critical buckling stresses. The critical

buckling stress of every member is compared with the

induced compressive stresses due to sagging and hogging

state of a ship.

• Calculations for transverse elements

Members which are not continuous in the longitudinal

direction, like transverse bulkheads, bottom floors, side

main frames, deck transverses etc., can’t be modeled in the

application. However tools are provided to verify

scantlings of such members by manual input. Other useful

tools like angle property calculator, bottom slamming

assessor and end attachment are also available in the

software.

• Comprehensive reporting module

The software is equipped with a comprehensive reporting

module wherein the summary and detailed reports for all

the analyses performed can be viewed. Summary reports

are useful to quickly view the compliance of structural

members to Class rules. The reports can be exported to

multiple formats such as .xls (Microsoft Excel), .pdf (Adobe

Acrobat), .rpt (Crystal Report).

• Efficient data handling

IR-Hull is designed to be a standalone application. All the

input data, modeling data, output data are stored in a

single file with an extension of “IRClass”.

Conclusion

IR-Hull is a software package which enables users to

digitalize the compliance checks of ship designs against

IRClass Rules. The software is capable of carrying out quick

assessments and can help in optimizing the ship designs. It

provides clarity in interpretation of Class Rules. It

encourages the adoption of technology in Indian shipping

industry.

Figure 2 Screenshot of the software

IACS 6th Safety Panel Meeting (August 2016) held at IRClass Head Office in Mumbai.Names from left to right, clockwise.

Ms. Jessie D’Souza (IRClass), Mr. Vijay Arora (IRClass), Mr. Amit Raghavan (IRClass),Mr. Wojciech Kozyro (PRS), Mr. Alf Roger Skevig (DNV GL), Mr. T. K. Sahu (IRClass), Mr. Yosuke Takao (ClassNK), Mr. Sebastien Crouzet (BV), Mr. Davide Campora(RINA), Mr. Gregory Shark (ABS), Ms. Rhoda Willson (LRS), Mr. Paul Sadler (IACS Accredited Representative to IMO), Mr. Jungkun Lee (KRS), Mr. Vladimir Vikulin (RS), Mr. Zhang Gaofeng (CCS).

Mr. Vinay Kshirsagar, Chief Financial Officer, IRClass, receiving award for top 100 CFOs, 2016, at the CIMA Awards.

BPCL BEST INSPECTION AGENCY 2015

52 A, Adi Shankaracharya Marg, Opp. Powai Lake, Powai, Mumbai-400 072

Phone: 91-22-3051 9400, Fax: 91-22-2570 3611, E-mail: ho@irclass.org, Website: www.irclass.orgIndian Register of Shipping